JPH04203244A - Drive-by-wire type vehicle with acceleration control section - Google Patents

Abstract

PURPOSE:To transmit driver's intention to accelerate and decelerate and improve safety even when an accelerator operation state detecting means is at fault, by providing a deceleration requesting timing controlling section for outputting a limiting command to limit an engine running condition in inputting a deceleration requesting signal. CONSTITUTION:In a drive-by-wire type vehicle, a motor 7 is connected to a throttle valve 6 to be controlled by an ECU. Then, a controlling section 161 which turns on a brake switch when a accelerator pedal position sensor is failured is provided in the ECU. The controlling section 161 is provided with a deceleration request detecting means 161A, deceleration request timing control section 161B and acceleration control device 161C. The deceleration request detecting means 161A receives an ON signal of a break switch to detect the deceleration request. The deceleration request timing controlling section 161B receives the deceleration request signal to output desired throttle opening to the acceleration controller 161C which controllably opens and closes the throttle valve 6 according to the desired opening.

Description

Detailed Description of the Invention [Field of Industrial Application] The present invention is a drive-by-wire (D
The present invention relates to a BW type vehicle, and particularly relates to a DBW type vehicle with an acceleration control unit having an acceleration control unit.

[Prior Art] Conventionally, a D B W type speed control device has been provided which controls the speed of an automobile by electronic control using a motor drive of the throwers 1 to 1. In such a D FJ W type speed control device, the driver The throttle opening is controlled independently of the accelerator operation.

In such a conventional DBW type speed control device, the depression of the accelerator pedal, which is an accelerator operating member, is detected by an accelerator pedal position sensor, which is an accelerator operating state detecting means, and this detected value is used as the driver's operating intention for control. It is configured to do the following.

[Problems to be Solved by the Invention] By the way, in the case of the conventional DBW type speed control device as described above, if the accelerator pedal position sensor fails, it becomes impossible to transmit the driver's operation intention to the control system.

Therefore, it has been proposed to provide a backup of the accelerator pedal position sensor and configure the control system with dual accelerator pedal position sensors, but this method cannot avoid varnish 1-up.

In addition, in the event of a failure of the accelerator pedal position sensor,
Control means for stopping the engine have been proposed, but there are many problems with stopping the engine and making it impossible to drive.

The present invention was devised in view of such problems, and is a D with an acceleration control unit that is capable of transmitting the driver's intention to accelerate or decelerate even if the accelerator operation state detection means fails.
The purpose is to provide BW type vehicles.

[Means for Solving the Problems] Therefore, the Ill B W type vehicle with an acceleration control unit of the present invention includes a control means for controlling the operating state of the engine, and a deceleration request detection means for detecting a deceleration request from the driver. An acceleration control unit is provided to cause the vehicle to perform a required acceleration, and the acceleration control unit generates a restriction command to limit the engine operating state when the deceleration request signal is input from the deceleration request detection means. Claim 1) further comprising: a deceleration request control unit that outputs the deceleration request to the control means.
.

Further, the DBW type vehicle with an acceleration control unit of the present invention is provided with a throttle valve control means for controlling the opening degree of the throttle valve, and a deceleration request detection means for detecting a deceleration request from the driver, An acceleration control section for performing acceleration is provided, and the acceleration control section outputs a restriction command to the control means to limit the throttle valve opening when the deceleration request signal is input from the deceleration request detection means. The present invention is characterized in that it includes a deceleration request control section (claim 2).

Further, the DBW vehicle with an acceleration control unit of the present invention includes a control means for controlling the opening degree of the throttle valve, an accelerator operation member, an accelerator operation state detection means for detecting the operation state of the accelerator operation member, and an accelerator operation state detection means for detecting the operation state of the accelerator operation member. and a failure detection means for outputting a failure signal when the operating state detection means fails, and an acceleration control section for causing the vehicle to perform the required acceleration even when the failure signal is input from the failure detection means. The acceleration control unit includes a failure control unit that outputs a throttle opening signal that is larger than the throttle opening during idling operation of the engine by a required amount to the control means when the failure signal is input from the failure detection means. (Claim 3)

Furthermore, the DBW vehicle with an acceleration control unit of the present invention includes a control means for controlling the opening degree of the throttle valve, an accelerator operation member, an accelerator operation state detection means for detecting the operation state of the accelerator operation member, and an accelerator operation state detection means for detecting the operation state of the accelerator operation member. The vehicle is equipped with a deceleration request detection means for detecting a deceleration request of a person, and a failure detection means for outputting a failure signal when the accelerator operation state detection means fails, and the vehicle is provided with An acceleration control unit is provided, and the acceleration control unit generates a throttle opening signal that is larger than the throttle opening during idling operation of the engine by a required amount when the failure signal from the failure detection means is inputted. -1) If the deceleration request signal from the deceleration request detection means continues to be not inputted, the throttle valve opening degree is gradually increased. The present invention is characterized in that it is configured to include a second fault control unit that outputs a gradual increase command such that the number of steps increases to 100%, to the control means (claim 4).

Note that an upper limit value is set for the throttle valve opening that is increased by the second failure control section (
Claim 5).

[Function] In the DBW vehicle with an acceleration control unit according to the invention described in claim 1 (2), when a deceleration request of the driver is detected by the deceleration requesting means, a deceleration request signal is sent to the acceleration control unit. In the acceleration control section, a predetermined limited engine operating state (limited throttle valve opening degree) is transmitted from the deceleration request control section to the throttle valve control means, and operation is performed at a predetermined limited opening degree.

Further, in the DBW type vehicle with an acceleration control unit according to the invention according to claim 3, when a failure of the accelerator operation state detection means is detected and a failure signal is input to the acceleration control unit, the failure control unit in the acceleration control unit In this case, a thrower 1-hell opening degree larger than that required during idling operation is output to the throttle valve control means, and operation is performed with a slightly larger output than during idling operation.

At this time, if the deceleration request signal from the deceleration request detection means continues to be not input, the Scott 1 hell valve opening degree is gradually increased to the required limit value (Claim 4.5).

[Embodiment] An embodiment of the present invention will be described below with reference to the drawings. FIG. 1 is a schematic block diagram showing the main part configuration, and FIG.
Figure (a) is a schematic diagram showing the main part configuration of the control system, Figure 2 (b) is a block diagram showing the schematic configuration of the control system, and Figure 3.
Figure 4 is a block diagram showing a schematic configuration of the target speed setting means, Figure 4-5 shows its running load compensation type control section, Figure 4 is its block diagram, and Figure 5 (a). ,(
b).

(c) is a flowchart showing its operation, and Figs. 6 to 8 show its output torque change limiting type speed control section, Fig. 6 is its block diagram, Fig. 7 is its flowchart, and Figs. Figure 8(a).

(b) and (c) are both graphs showing its characteristics, Figs. 9 and 10 show its transmission control section, Fig. 9 (a) is its schematic configuration diagram, and Fig. 9 ( b
) is a flowchart showing the operation, FIG. 10(a),
(b) is a graph showing the characteristics, and the 11th
Figures 1-13 show the accelerator pedal combination speed control unit, Figure 1-1 is a schematic block diagram thereof, and Figures 12 (a), (b), and (c) all show its operation. The flowcharts, FIGS. 13(a) and 13(b), are graphs showing its operation, and FIGS. 1 and 4 to 16 show its acceleration shock avoidance control section, and FIG. 14 shows its schematic configuration. The schematic diagram shown in FIG. 15 is a flowchart 1 showing the operation, and FIG. 16(d).

(1)) are graphs showing the characteristics.

Figures 17 to 9 show the registration of the motor switching control unit associated with the vehicle running state, and Figure 17 is a schematic configuration diagram thereof.
Figure 8 shows the flowchart 1, and Figure 19 (a) shows the operation.
) and (b) are graphs showing the characteristics, and Figs. 20 to 22 show the switching control section to the accelerator pedal linked mode 1, Fig. 20 is a schematic configuration diagram thereof, and Fig. 21 is a graph showing the characteristics.
Figures (a) and (1)) are graphs showing its characteristics, Figure 22 is a flowchart 1 showing its operation, and Figures 23 to 25 show its vehicle speed detection compensation control section. , Fig. 23 is a schematic configuration diagram thereof, Fig. 24 is a flowchart 1 showing its operation, Fig. 25 is a graph showing its characteristics, and Figs. 26 and 27 are acceleration control when the accelerator pedal position sensor fails. This indicates the 26th
The figure is a schematic configuration diagram, FIG. 27 is a flowchart 1 showing its operation, and FIGS. 28 (a) and (b) show the brake switch linkage control section when the accelerator pedal position sensor fails. FIG. 28(a) is a schematic configuration diagram thereof, and FIG. 28(b) is a flowchart 1-1 showing its operation.
29 and 30 show the engine linked initialization inhibition control section, FIG. 29 is a schematic configuration diagram thereof, and FIG. 30 is a flowchart showing its operation.
Figures 31 and 32 show the 1-transmission link initialization inhibition control section, Figure 31 is its schematic configuration diagram, Figure 32 is a flowchart showing its operation, and Figures 33 and 34 are its slots. 33 is a schematic configuration diagram thereof, and FIG. 34 is a flowchart showing its operation.
Figures 35 to 37 show the ignition angle and thrower 1 to 3 combination type rotation speed control unit, Figure 35 is its schematic configuration diagram, Figure 36 is a flowchart showing its operation, and Figure 37 is its characteristics. FIGS. 38 to 40 are graphs showing the output torque adjustable rotation speed control section, and FIG.
) and (b) are respectively schematic configuration diagrams for explaining the throttle valve arrangement positions, FIG. 39 is a schematic configuration block diagram thereof, and FIG. 40 is a flowchart 1~ showing its operation, FIG. 43 shows the control mode switching control section, FIG. 4 is a schematic configuration diagram thereof, FIG. 42 is a block diagram showing its detailed configuration, and FIG. Figures 44 to 46 show the throttle closing force mechanism, and Figure 44 is a schematic configuration diagram thereof;
Fig. 45 is a schematic perspective view thereof, Fig. 46 (a), (b)
, (c) are schematic diagrams showing their operations.

Now, in the automobile according to this embodiment, the driver
It is a drive-by-wire type vehicle (1) that can control the engine output without depending on the accelerator operation. Therefore, as shown in Fig. 2 (a), the air cleaner] -
A motor (1) C motor or stepper motor) 7 for driving the throttle valve 6 to open and close is connected to a throttle valve 6 provided in the intake passage 5 that introduces combustion air from the engine body 4 into the engine body 4. . That is, the operation of the motor 7 drives the slot 1 to the hull 6 from the fully open position to the fully open position.

Note that this embodiment is actually configured with intake passages that pass through two banks of the V6 engine, and each intake passage is provided with a throttle valve that is driven to open and close by a motor. Individual intake passages and slots
If there is no need to explain the valves separately, simply refer to the intake path 5. This will be explained as a throttle valve 6 and a motor 7.

Furthermore, a throttle opening sensor 8 is attached to the throttle valve 6.
is composed of, for example, a potentiometer, and is configured to output a signal at a voltage level corresponding to the opening degree of the throttle valve 6.

In this way, the Scot 1-le valve 6 is not connected to the accelerator pedal as an accelerator operating member via a cable,
ζIi! by the engine control computer (■尤CU) 14, which will be described later. Since it is connected to an I-controlled motor 7 and is driven to open and close by this motor 7, it is possible to control the engine output without depending on the driver's accelerator operation.

On the other hand, the output shaft of the engine body 4 is connected to a pump of an I-herccon hearter 9.

Then, the turbine of the torque converter 9 has the shirt 1
-10, and an axle shaft 13 is connected to the lance transmission section 11 via a drive shaft 12.

Note that the torque converter 9, the shaft lO, and the transmission unit 1 are configured as an O1 to matic transmission 20.

Further, the transmission section 11 may be configured as a manual transmission.

By the way, the air greener J is equipped with an air flow sensor 3 on the downstream side of the Niremen [~2], and this air flow sensor 3 is connected to the ECU 4, and the intake air amount A detected by the air flow sensor 3 is sent to the ECU 14. It is now transmitted to

In addition, the code|symbol 5a has shown the surge tank.

As described in Section 1, the output of the ECU 4 is manually applied to the motor 7, and the motor 7 is controlled.

That is, the output of the ECU 14 is transmitted as a control amount to the motor drive unit, and the motor drive unit outputs the required amount of operation to the motor 7, so that the throttle valve 6 is driven to open and close the required amount. It has become.

By the way, the ECU] 4 includes a control unit, etc. as shown in FIG.
are provided, and each of these control units 151 to 68 is activated by the driver's setting for mode 1, priority setting, and automatic selection on the system, and control operations are performed by the combination thereof. It is configured as follows.

Among these control units 151-168, the traveling load compensation type speed control unit 151 is configured as follows.

That is, as shown in FIG. 4, the target drive shaft torque calculation means 151G is connected to the target drive shaft 1 to the torque realization means 151D.
is connected, and the l' mark 1 drive shaft 1 to torque to be realized is calculated by the same means 151C, and the realizing means +-51,
It is designed to be input to D.

The target drive shaft torque calculation means 151C includes speed correction l.
The output of the torque detection means 151G and running load l/lux are inputted, and the target drive shaft 1-lux is calculated by adding the speed correction 1-luke and the running load I-luke. It has become.

The speed correction torque is obtained as the output of the target vehicle speed setting means 151A and the vehicle speed deviation detection means "5"B. , OII and the acceleration limiting section 102.

That is, the deviation ΔV (=V-Va) between the target vehicle speed ■ outputted from the target vehicle speed setting means 151A and the actual vehicle speed ■a is input to the I control unit 101, and the speed is corrected by 1 herk using the formula %. is calculated, and this calculated value is determined as the speed correction torque after being limited by the limiter '02.

In the limiter 102, the output +-luke change limiting type speed control section 152 and the like are used to control the speed correction 1 to the torque change amount in the limited state in order to prevent shocks caused by rapid speed correction. The corrected torque is determined and output.

−・ direction, running load 1~ru is running load torque detection means 1
51G.

The running load torque detecting means 151G detects the running load 1-lux using the output of the drive shaft I/luke detecting means 151E and the detection signal of the acceleration l/luque detecting means 07. The running load torque is calculated by subtracting the acceleration I/rook from the drive shaft torque calculated using the rotational speed Ne.

In other words, the running load torque is 1 hertz for maintaining the vehicle speed, and is calculated as running load torque - drive shaft torque - acceleration 1 to 1.0 km, and this running load torque is detected as 1 hertz to be compensated and output. It's getting dark.

By the way, the drive shaft torque is Formula τCNe2ρ is required. here.

C: l-lux converter capacity coefficient, τ: I・Luke ratio, Ne: engine speed, This is the total reduction ratio of the ρnidron transmission.

On the other hand, the running load 1 to luku is Formula W・d V/d t-r is required. here, W: total vehicle weight, r: tire diameter, ■=Vehicle speed.

That is, dV/dt is obtained in the differential section S], and W-dV/di:.r is calculated in the arithmetic section S2 including a multiplication circuit.

Note that W and r are stored in advance in the calculation unit S2.

By the way, the target vehicle speed setting means] 51A is configured as shown in the block diagram of FIG.

That is, a switch 1 to a switch 41 and a resume switch 49 are provided, and by turning them on and off, the current vehicle speed is determined via a time management logic 42, a hold circuit 44, an integrating section 46, a memory 47, switches 43 and 48, and a limiter 45. The target vehicle speed is now set based on .

In addition to the above, a cruise switch (not shown) is provided as a main switch for performing speed control (cruise to O1).

The specifications of these switches are as follows.

(]) Functions of setting switches ■Set switch 41: Target vehicle speed setting and target vehicle speed decrease ■Reginime switch 49 - Restart I cruise and increase target vehicle speed ■Brake switch 2 Auto cruise cancel ■ Inhibitor switch 2 Auto cruise cancel (2) Operating conditions for each operation 1.1 Target speed setting Craze switch is on, current IT speed is within the required range, brake switch is off, inhibitor switch is off, Sera I switch 41 is off #on #off It is invalid if the operation is performed and the on time is within the required range, or if the set switch and resume switch are pressed at the same time.

(Increase in set vehicle speed During speed control, when the resume switch 49 remains on for 0.5 seconds or more, increase the set vehicle speed by 1. km/h every 0.5 seconds.

■During set vehicle speed reduction speed control, when the set switch 41 continues to turn on for more than 0.5 seconds, Q, every 5 seconds], km/h
reduce

■Resume function=20- When the OI cruise start condition is satisfied and the resume switch 49 is on, the OI cruise is executed with the speed at the end of the previous OI cruise set to 11 target speed. Even if the ignition key switch is turned on, the on operation will be disabled before auto cruise starts.

■O1~Cruise end Depends on the operation of either the brake switch on, the inhibitor switch on, or the cruise switch off.

■ Interruption of O1~Cruise When the command 1~Luke by the accelerator pedal is larger than the current auto cruise request 1~Luke, the O1~Cruise is interrupted and the vehicle runs according to the instruction torque of the accelerator. When the accelerator pedal command 1-lux becomes less than the current auto-cruise request 1-luke (below 90% with hysteresis) or the accelerator position becomes less than the equivalent of idle,
Carry out O1~Cruise at the speed before the interruption.

With the above configuration, the traveling load compensation type speed control section]-5
1 performs the following operations.

That is, the driver turns on the cruise switch in order to operate the speed control device (auto cruise), and turns on the cruise switch 1 to switch 41 shown in the block diagram of FIG. 3 from off to on and then off.

At this time, the vehicle speed ■ is 1.0km/h <V< 100
knl/)], the brake switch and the inhibitor switch are off, and the length t seconds of the ON state of the above-mentioned Sera 1 to Switch 41 is in the range of 0.1<t<0°5. 1~Cruise control is started.

That is, as shown in FIG.
The interlocking switch 43 is turned on while the on-state time is measured, the current vehicle speed is held in the Hall 1 circuit 44, and this vehicle speed is input to the vehicle speed limiter 45.

Then, the output of the vehicle speed limiter 45 is manually inputted as a target vehicle speed V to the engine output control system shown in FIGS.

By the way, after starting the all-cruise (ΔSC), the driver turns on the resume switch 49, and the zero
．． If it continues for 5 seconds or more, the vehicle speed stored in the resume memory 47 is input to the vehicle speed limiter 45 via the switch 48 and the hold circuit 44, and the increasing speed is increased by i km/h for every 0.5 seconds. is input to the vehicle speed limiter 45 via the integration circuit 4G.

As a result, the target speed is set to 0 on the resume switch 49.
．． 1. After being turned on for 5 seconds. km/h.

Then, the vehicle speed limiter 45 outputs the set maximum speed VInX as the target vehicle speed for a set vehicle speed that is above the required value, and outputs the set minimum speed VInX as the target vehicle speed for the set vehicle speed that is lower than the required value.
11 is output as the target.

On the other hand, when decreasing the target vehicle speed, the switches 1 to 41 are kept on for 0.5 seconds or more.

As a result, the reduced set speed is inputted to the integrating circuit 46 via the switch 48, and the reduced set speed, which is the output of the integrating circuit 46, is subtracted from the set vehicle speed as the output of the hold circuit 44, and the result is input to the vehicle speed limiter 45. .

Therefore, the vehicle speed limiter 45 outputs iJm/h every time the ON state of the switch 1 to the switch 41 continues for 0.5 seconds.
The decelerated target vehicle speed V is output.

By the way, this A4 movement state of -1-cruise (ΔSC) is terminated by turning on the brake switch or inhibitor switch or turning off the cruise switch.

Then, O1-Cruise is restarted by turning on the resume switch 49, but at this time, the previous O1-Cruise is restarted.
- The speed at the end of the cruise state is the resume memory 47
The target speed is read from the target speed and autocruise is executed.

Note that even if the resume switch 49 is turned on after the ignition key is turned on, the O1-Cruise will not be activated if there is no history of O1-Cruise operation before the Resume Switch 49 is turned on.

On the other hand, in the engine output control section that performs autocruise operation by engine output control, as shown in the block diagram of FIG. 4 and the flowcharts 1 to 5 of FIGS. The target vehicle speed V is manually determined from the target vehicle speed V, and the deviation ΔV (=V−Va) from the actual vehicle speed Va detected by the vehicle speed detection means 151F is calculated (step bi).
, is manually input to the pI control unit 1-○''-.

The PI control unit 101 converts the formula KPΔV to f (Kp
, N is a constant), the speed correction torque is calculated (step b2), and the calculated value is input to the acceleration limiting section 102.

In order to avoid a shock due to speed correction, the acceleration limiting unit 102 sets the maximum correction l·ruq Tmax within a range that does not cause a shock for a speed correction I·luk that is more than required.
is output, and for speed corrections below the required value of 1 to lux,
The setting minimum correction torque 1° disc is output (step b3
).

On the other hand, in response to the vehicle speed detected by the vehicle speed detecting means 151F, the acceleration I-lux detecting means 107 detects (or estimates) 26 the acceleration of the vehicle body by differentiation (step a1.).

Note that the vehicle body acceleration detection means 107 may be configured with an acceleration sensor.

Then, in [acceleration 1 to torque detection means] 07, acceleration 1 to torque corresponding to the current acceleration amount is determined as W-dV/d1.・r
(step a2).

In this formula, W: Gross vehicle weight ■＝Vehicle speed r: tire diameter It shows.

Next, in response to the engine rotation speed Ne detected by the engine rotation speed sensor], 7a, the drive shaft I-luk calculation means 151E detects (or estimates) the drive shaft I-luk of the engine (step a3).

That is, the drive shaft torque is calculated by the formula CτNe2ρ. In this formula, C:!・Rug converter capacity coefficient (provided in a separate map) τ: Torque ratio (provided in a separate map) Ne: Engine speed (rpm) ρ: Shows the total continuous speed ratio.

Note that the above-mentioned acceleration and drive axis l/lux are determined by applying an appropriate primary filter to the measured values to remove noise, giving priority to stability over instantaneous accuracy.

Additionally, errors in calculations are corrected with PID control.

By the way, following the detection of the drive shaft torque described above, the calculation of running resistance torque (running load 1 - lk) is performed using the following formula: running resistance torque - drive shaft 1 herk (CτNe2ρ) - acceleration torque (W - d V / d t -r) (step a4).

Then, in the target shaft 1~silk output means 151C, the two running loads 1-lux and the aforementioned speed correction torque are added to obtain the target drive shaft 1~luke, and the drive shaft I/luke realizing means 151. ]:) is manually operated (step c1
．． ).

In the target axis 1-luke calculation means 151C, the target drive axis 1-
The engine torque is converted into the intake air fitA/N via the engine torque.In other words, the engine output torque is calculated with respect to the shaft torque by taking into account the gear ratio (including the 1~Luke ratio of the 1~Luke converter). After the required amount of air is determined from a substantially linear function representing the relationship between the two, it is further converted into a rotation angle of the throttle valve 6 and inputted to the target drive shaft I/lux realizing means 151-D.

Note that instead of determining the intake air amount from the engine output torque, the fuel amount may be determined from the engine output torque.

In this way, it can be applied not only to gasoline engines but also to diesel engines.

That is, in the case of a gasoline engine, the amount of intake air or fuel may be determined, and in the case of a diesel engine, the amount of fuel may be determined and these intake air amounts or fuel amounts may be controlled.

As a result, the rotation of the throttle valve 6 is controlled via the motor drive unit to a state where the engine can output the target drive shaft torque (step c2).

Incidentally, each operation in the flowcharts shown in FIGS. 5(a), 5(b), and 5(c) is performed in parallel, and each detected value at each step is used at the time of the processing.

- When the vehicle approaches a slope or the like and load fluctuations occur due to the two-stage operation, the throttle valve 6 is controlled to compensate for the running load torque to eliminate the load fluctuations. Measures will also be taken in a reliable and prompt manner.

Next, the output torque change limiting type speed control section 152 will be explained. It is configured as shown in FIGS. 2(a) and 2(b) and FIG. 6.

That is, the allowable torque change setting means 52A sets a lower limit value of drive torque change that does not cause shock during speed control.
1 lower limit value is input to the conversion means 152B.

The conversion means 152B converts the torque change and A/N (per engine revolution -'tn
It has a map of the correspondence relationship between the above 1 and the upper and lower limits of the luke change to the upper and lower limits of Δ/N and the upper and lower limits of ΔA/N.
It is designed to be converted into N u and a lower limit value ΔA/NΩ and output.

A throttle valve opening/closing limiting means 152C is provided, and the limiting means]-52C is configured such that [1 standard throttle opening degree O6 is inputted and the final target throttle valve opening degree fat is outputted. . That is, as shown in FIG. 6, the restricting means 152C is provided with a throttle opening air amount converter 152D for converting the target throttle opening degree O, , into a standard air amount A,/No. A map of the air fA/H corresponding to the throttle opening θ as shown in FIG. Target throttle opening θ. The target air amount A is determined based on the engine speed signal from the engine speed sensor 17a.
/NO is calculated and output.

The output of throttle 1~le opening air amount converter 1-521) is as follows:
A, /N of the previous memory 152F in the measured engine is subtracted, and the air change amount ΔA/N is obtained.

In this limiter 152G, in order to calculate the final target A/N, the air change amount ΔA/No is 1 - lower limit value ΔA, /
The output is limited to N u and ΔA/N t within ΔA/NI2. And Slots I.
The air amount throttle opening converter 152E is provided in the valve opening/closing limiting means 152C.
E is the air change amount Δ as the output of the limiter 152G.
Memory 15 where A/N't memorized the previous operating state.
Added to 2F measurement A/N, target A/N t,
It is designed to be input as follows.

Then, the air amount throttle opening converter 152E stores a map of Scots 1-role opening 0 corresponding to the A/N as shown in FIG. 8(c) using the engine rotation speed Ne as a parameter. , the target A/Nt is converted into the final target opening degree Ot and output.

-31= This final target opening degree 016 is converted into a speed correction torque and manually inputted to the target drive shaft torque calculation means 151C when the running load compensation type speed control section 151 is provided. ing.

Furthermore, if the control section 151 is not provided,
It is designed to be directly input to the drive motor 7 of the throttle valve 6.

With the dual configuration, the output torque change limiting type speed control section 152 performs control in the following manner according to the flowchart 1- in FIG.

In other words, the 1-limit ΔT of the drive shaft 1-lux change per control cycle so that the occupant does not feel a shock during speed control.
tu and lower limit ΔTte are permissible 1 herk change setting means 1
52A (step 52A).
).

The allowable torque change setting means] 52A further sets the two lower limits Δ'r +: u, ΔTt of the drive shaft torque change.
Each of fl is divided by the vehicle's current gear ratio ρ and converted into engine torque change upper and lower limits ΔT eu and Δ1゛eQ, respectively (step 521-3).

32 In the converting means 152B, each of the engine 1~lux changes ΔTeu and ΔTeQ is converted into an air amount change (per engine revolution) according to the map shown in FIG. 8(a).
ΔA, /N u and ΔA/N Q, respectively (step 52C).

On the other hand, in the throttle opening/closing control means 152C, the opening degree O6 is changed to the target slot I-.
52D, it is converted into a target air amount A/N. At this time, the conversion is performed using a map corresponding to the characteristics shown in FIG. 8(b), and the target air amount A/No is determined based on the throttle opening degree O and the engine speed Ne (step 52D).

Further, the target air fk A/N O is the A/N O during the previous control measured in advance and stored in the memory 152F.
N is subtracted and inputted to the limiter 152G in the form of a deviation ΔA/N o (step 52E).

In the limiter 152G, the deviation ΔA, /No is -)2I
If the value is between the limits ΔA/N u, ΔA, /N Q, the value as is is output as ΔA/Nt, and if it goes around the upper limit ΔA/I'lJ u, ΔA/N
When u is less than the lower limit ΔA/NQ, ΔA/NQ are output as ΔA and /Nt, respectively (step 52F
).

ΔA, /Nt output from the limiter 152G is added to the previous Δ/N stored in the memory 152F, and the air amount throttle opening converter 1 sets the target air amount A, /Nt.
Human power is applied to 52E (step 52G).

In the same air amount throttle opening converter 152E, as shown in FIG.
The target air amount A, /Nt is converted into the final target opening degree Ot and output using the characteristic map shown in c) (step 52).
H), the opening degree θL of the thrower 1 to the valve 6 is controlled by the motor 7.
(step 52I).

In addition, when this output torque limiting type speed control section 152 is linked to the traveling load compensation type speed control section 151, the l'' opening degree Ot is further converted into a speed correction torque, and the target drive l1ilil I ~ Luk calculation f stage 151C
is input. That is, the output torque change limiting type speed control section] 52 operates as the acceleration limiting section 102.

In this way, in order to avoid acceleration shocks, changes in the amount of intake air or fuel amount (both per revolution of the engine), which are linearly related to engine output 1-lux, are directly limited, thereby avoiding acceleration shocks. This can be easily and reliably prevented.

Note that the above-mentioned output torque change limiting type speed control section 1-52
In this case, it is also possible to configure the system so that the air flow is directly controlled without targeting the throttle opening. In this case,
Thrower I / Le opening air amount conversion section] 52D (fJ-+A
/N) and air throttle opening converter], 52E(
A/N→0) becomes unnecessary.

In addition, in the case of a gasoline engine, since the amount of air and the amount of fuel are almost proportional, it may be controlled by the amount of fuel instead of A, / N, and in the case of a diesel engine, it may be controlled by the amount of fuel. However, in this case of controlling by the amount of fuel, the same control procedure as in the case of controlling by the amount of air is performed.

Next, to explain the (-transmission control unit 154), as shown in FIG. Each output signal of the accelerator pedal position sensor 15A as an accelerator operation state detecting means is input to the output 1-luke margin detecting means]-54,A,
The Herck margin detection means 1.54-A includes the
), the engine speed and throttle position (
A characteristic (thick solid line) showing the relationship between the engine output and the engine output (throttle opening) is stored as a map, and a region (hatched region) between engine output 1 and no torque margin is set based on this characteristic.

Further, an area for determining whether the accelerator pedal ]-5 is in the stroke end area from the output of the accelerator position sensor 15A is set as shown by the hatched area in FIG. 10(a).

Further, a margin signal indicating whether or not there is margin in the engine output 1 to torque is transmitted to the transmission control means 154B.
and the same control means], 54
．． 8 is a shift down signal that is activated when there is no margin.
~ It is configured to output to the matic transmission 20.

With the above-described configuration, the transmission control section 154 operates according to flowchart 1 to 1 shown in FIG. 9(b).

That is, in the output torque margin detection means 154A, the accelerator pedal 15 is
is stepped to the slow end region, and it is determined whether the driver 1-1 is requesting high acceleration (step 54A).

When the accelerator pedal]-5 is in the stroke end region, it is determined whether the engine operating state determined by the engine speed Ne and the position of the throttle valve 6 is in the setting region shown in FIG. 10(b). be judged.

In other words, in the shaded area of the map, the engine speed N
Step 54: Read the lower limit throttle valve position corresponding to e. B), it is determined whether the current throttle valve position measured by the throttle I/le position sensor 8 is larger than the read-out lower limit throttle valve position (whether it is depressed more) (step 54
C).

If the result of this determination is YES, it is assumed that the engine output is insufficient despite the required acceleration request, and the - A shift down signal is output to the transmission 20 (step 54D).

As a result, shift down control (kick down control) is performed in the transmission 20, and the vehicle is sufficiently accelerated.

In this way, kickdown control can be performed satisfactorily even in the D I3 W vehicle. That is, slot 1-
kickdown control even in a DBW vehicle where there is no mechanical linkage between the throttle valve 6 and the accelerator pedal 5, where the amount of operation of the accelerator pedal and the opening/closing of the throttle valves 1 to 6 do not correspond one-to-one. You will be able to do this effectively.

Additionally, automatic downshifting makes driving easier.

In addition, the above-mentioned allowance for one herk of engine output is slot 1.
The judgment is made from the valve opening degree O and the engine rotation speed Ne, but instead of the valve opening degree 0 for the slot 1 engine, the amount of air per revolution (A/N) may be used. The determination may be made using the amount of fuel per revolution (F/N).

In this case, it is determined from the graph of FIG. 10(b) in which the horizontal axis is A/N or l''/N whether or not there is a margin in the engine output during kickdown.

Next, the accelerator pedal combined speed control unit 153 will be explained.
53 is configured as shown in FIG. 1.1, and is provided with acceleration request output detection means 153A for detecting the driver's acceleration request output based on the amount of depression of the accelerator pedal 15. This acceleration request output detection means 1.53A has a characteristic map as shown in FIG. .

In addition, O1 to cruise control (A, SC) by the driver
Target control engine output setting means 153D is provided which receives as human power information an engine output request value corresponding to the speed setting for the engine, the amount of intake air detected by the air flow sensor 3, and the rotation speed detected by the engine rotation speed sensor 17a.

Furthermore, a controller 1 to roller 153B are provided, and an output request value generated by the accelerator pedal 1.5 is inputted from the acceleration request output detection means 153A to the controller 1 to roller 15313. The target engine output from O1 to Cruise is inputted from the setting means i53I).

The controller 153B has a switching function (
This switching function selects either the output request value from the accelerator pedal 15 mentioned above or the target engine output by auto cruise, and outputs it as the engine's target output of 1 herk. and is configured to be input to the target engine output realizing means 153C. The target engine output realizing means 153G is provided as a characteristic map shown in FIG. 1-3(b), and the engine speed Ne and the target output l.
The target throttle opening degree O is determined and output based on the engine I and torque T.

With the above-described configuration, the accelerator pedal combined speed control section 1
53 operates according to flowchart 1 shown in FIGS. 12(a), (b), and (C).

That is, it is determined by the interlocking switches 153D2 and 1.53D3 in the controller 153D whether auto cruise (A S C) is being executed (step 5).
3A), switch 1. ．． 53D2 is in the ON state, the current output is calculated in the output calculation mechanism 153D based on the intake air amount from the airflow sensor 3 and the rotational speed from the rotational speed sensor 1.7a. Control engine output setting means 153D
(Step 53C).

Also, switch 1531) is ○FF and switches 1 and 5
When 3D3 is in the ON state (step 53B during ASC hold), the output request value for auto cruise is output from the control engine output setting means 153D (step 531).

On the other hand, the acceleration request output detection means 153A detects the driver's acceleration request due to the depression of the accelerator pedal ]-5. That is, the amount of depression of the accelerator pedal 45 is detected by the accelerator position sensor 1-5A (step 53E), and the map shown in FIG. (step 53F).

The output (drive shaft torque) corresponding to the determined accelerator depression amount is manually input to the controller 153B, and the required output value is subtracted by the auto cruise in the subtraction means 1.5.3B, and the deviation ΔP is calculated. (step 53G). Next, in Con1 Herola 153,
The deviation ΔP is input to the switchers 1 and 53B2, and the target output is determined in steps 53H, 53I, 53, . . . 53L, and 53N.

In other words, the deviation ΔP is preset ΔPu(Δ
P u > O), the target output is
Since the output of the target control engine output setting means 153 set to correspond to auto-cruise is larger than the required output from the accelerator pedal 5, it is adopted as the target output (steps 53H and 53I). )
, the auto cruise hold flag is set to turn the switch 153D2 ON (step 5).
3J).

Then, the deviation ΔP is set in advance ΔPΩ (8P
Q<O<ΔPu), the accelerator pedal 1
Target control engine output setting means 153 is set such that the output requested from 5 corresponds to cruise to O1.
Since the required amount is larger than the output of D, it is adopted as the target output (step 53L), and the switch 153D3 is operated to set the O1 to cruise hold flag.

On the other hand, if the deviation ΔP is between ΔPu and ΔPQ, the output requested from the accelerator pedal 15 and the output
- Since neither of the outputs corresponding to cruise is larger than the required amount than the other, the target output from the previous control is adopted again (step 53N), and O 1 to Cera 1 of cruise hold and reset are The control is not performed and the same control as before is performed. That is, if the previous time was autocruise, the target engine output for autocruise is selected, and if the previous time was an acceleration request, the acceleration request engine output is selected, so that control chattering is prevented.

The target output determined by the controller 153B is input to the target engine output realizing means 53C, and the throttle opening degrees 1 to 0 are output according to the map shown in FIG. 13 (I). (step 530).

That is, in FIG. 13(b), the engine speed Ne
The target throttle opening degree O is determined by the target output (engine torque) and the target output (engine torque).

With this operation, when the accelerator pedal 15 is depressed greatly while maintaining the speed control state by O1-Cruise, acceleration corresponding to the amount of depression is performed, and the amount of depression of the accelerator pedal], 5 is reduced to less than the required amount. When it decreases, it returns to auto cruise mode.

In this way, O1-Cruise is not interrupted by stepping on the brake, and acceleration is performed quickly in accordance with the driver's will, resulting in faster response and continuous engine output when returning to Auto-Cruise. There is no shock when returning because the change occurs in the same state.

Furthermore, there is no need to perform an O1-Cruise cancellation operation, which eliminates the troublesome operation and reduces the possibility of erroneous operation.

Note that the output of the accelerator pedal combined speed control section 153 is selected and adopted depending on the priority with respect to the outputs of other control sections output in parallel and the driving mode setting of the driver, and is used to control the running of the vehicle. It will be done.

Next, the acceleration shock avoidance control section 158 will be explained. As shown in FIG. It has become so.

The acceleration shock avoidance control section 158 includes an acceleration request detection means 58A that receives the output signal from the accelerator pedal position sensor i5A and detects the driver's acceleration request. Further, condition determining means 1-58D for determining the limit operating conditions of the engine is provided.
58D determines the engine operating range in which no acceleration shock occurs, and has a map corresponding to the characteristics shown in FIGS. 16(8) and (b).

Further, an acceleration limiting section 158B is provided, to which a target acceleration request signal is input from the acceleration request detecting means 158A, and a condition determining section 158
The limit operating condition of the engine is input from D, and a limit signal is output for an acceleration request that exceeds the limit operating condition.

The restriction signal and the target acceleration request signal are input to the control means 158C, and the throttle valve 6 is controlled by the control means 58C via the motor 7.

With the above-described configuration, the acceleration shock avoidance control section 158 performs control operations according to the flowchart shown in FIG.

First, condition determining means 1581 based on the outputs of various sensors]
The engine operating condition is detected at step 58.
A).

Next, from the characteristic map shown in FIG. 16(a), the throttle opening limit values 1 to 1 as the limit operating conditions are determined (
Step 58B). That is, for example, rotation speed sensor 1
Engine rotation speed Nei and engine 1~lux T according to 7a
The limit throttle opening degree Oj is determined using the characteristic curve where the intersection point with i exists, in this example the characteristic shown by the solid line, and is output to the acceleration limiting section 158B.

On the other hand, the acceleration request detection means 158A detects the target acceleration request torque requested by the driver by inputting the depression state of the accelerator pedal 15 detected by the accelerator pedal position sensor 5A, and further detects the target acceleration request torque requested by the driver. It is converted into a lever opening degree and transmitted to the acceleration limiting section 158B.

In the acceleration limiting section 158B, the 1-I standard throttle opening is
It is determined whether the opening degree is larger than the limit throttle opening O as the opening limit value (step 58C), and if it is larger, a limit signal is transmitted to the control means 158C.

The control means 158C outputs a control signal to the throttle valve 6 via the motor 7 that drives the throttle valve 6 at the normal driving speed until the opening limit value Oj (step 5).
8D), the throttle valve opening corresponding to the transmitted limit signal (opening less than the limit value Oj) is controlled by the control signal in order to drive the throttle valve at a drive speed that is a predetermined rate slower than normal. Output (step 58E)
.

On the other hand, in the acceleration limiting section 158B, if the target throttle opening is smaller than or equal to the opening limit value, a control signal -48 is sent to drive the throttle valve at the normal speed up to the target throttle opening. ~ is output to the control means 158G (step 58F).

By the way, the operation related to - is shown by the relationship between the through opening and the valve opening and time as shown in Figures 1 and 6 (b), and up to the limit operating condition (opening (Jj)) This increase causes the throttle valve to be driven at the maximum drive speed, resulting in quick start-up acceleration, and in the subsequent acceleration range that causes acceleration shock, driving is performed at the limit acceleration state that does not cause shock. .

Note that, as shown in Figure 16(a), the determination of the limit operating condition that does not cause the acceleration shock described in - is based on a predetermined engine output of 1-lux relative to the engine rotation speed, but the following determination is made. It may depend on the conditions.

■Predetermined A/N for engine rotation speed ■Predetermined intake pipe negative pressure for engine rotation speed ■Predetermined fuel injection amount for engine rotation speed ■Predetermined throttle opening regardless of the operating state and acceleration shock avoidance control described above The control output of the section 158 corresponds to a predetermined priority order with respect to the output value of other controls performed in parallel with the main control, and is also applied to the throttle valve 6 in accordance with the driver's mode setting. Output.

Further, the control output of the acceleration shock avoidance control section 158 described above is applied when the vehicle accelerates from an idling state or when the gear position is 1.
The output may be effective only for acceleration from -speed.

Furthermore, the opening driving speed of the throttle valve of the target which does not reach the limit operating condition may be made to correspond to the accelerator operation speed of the driver, or may be made to be driven at the maximum driving speed.

In this way, even if the driver's accelerator operation is inappropriate, unpleasant shocks are avoided and smooth acceleration is achieved.

Further, the effects described in -1- can be obtained only by changing the software I/ware, and improvements can be made at low cost.

Next, the vehicle running state linked mode switching control unit 15G will be explained. As shown in FIG.
The amount of depression of 5 is the accelerator pedal position sensor 1.5
A, the throttle valve opening/closing control signal is input through the mode switching means]-
56A, running state detection means 1-56B, and throttle valve control means 156C are provided.

The mode switching means 1-56A has two setting modes, a normal mode and an economy mode, and is configured so that the throttle opening corresponding to each mode can be calculated in relation to the amount of depression of the accelerator pedal 15. has been done. In other words, in normal mode, the accelerator pedal]5
Comparative tip 1 that emphasizes whether the throttle opening is as requested by the driver or the output characteristics of the engine in relation to the amount of pedal stroke.
- The state where the lever opening is large is set.

Furthermore, in the economy mode, a throttle opening smaller than the driver's request or a relatively small throttle opening is set for the amount of depression of the accelerator pedal 15, so that the engine is operated in a region with good fuel efficiency. It is configured so that

The slot 1 hell valve control means 156C is configured to output a control signal to realize the input target throttle valve opening degree, while the driving state detection means 156B is configured to output a control signal that realizes the input target throttle valve opening degree. The detected vehicle speed information and the output signal of the engine rotation speed sensor L7a are manually inputted to detect the running state of the vehicle, and depending on this running state, a switching signal is output to the motor switching means 56A. It is configured as follows. That is, the 19th
The characteristic map shown in Figure (a) is stored, and it is determined whether the vehicle's running condition is in the normal mode region or in the economy mode region depending on the vehicle speed and the engine rotation speed Ne. .

Note that the setting modes are normal mode 1 to . as shown in FIG. 19(b). In addition to the economy mode, a plurality of intermediate modes 1 to 1 may be provided, and the optimum mode may be automatically selected from among the plurality of modes.

With the configuration described above, the switching control unit 156 to the vehicle running state link mode 1 operates according to the flowchart 1 shown in FIG.

That is, the speed of each axle is determined by the wheel speed sensor 3a.

13 b , ], 3 c , and 13 d (step 56A), and the moving average vehicle speed ■ is calculated from each wheel speed in the driving state detection means 156B (step 56B).

Then, based on the engine speed Na detected by the engine speed sensor 17a and the above-mentioned calculated vehicle speed V, it is determined whether the speed is lower than a predetermined determination value using the map shown in FIG. 56C), it is determined whether the vehicle running state is in the normal region or the economy region, and a switching signal based on the selection of either region is output to the mode switching means 156A.

In response to the above switching signal, the mode switching means 156A sets the economy mode (step 56D).
Alternatively, the economy mode is canceled and the normal mode is set (step 56E).

In the mode switching means 156A, correction is made for any mode I determined in the -J double series, and the accelerator pedal position is determined based on the correspondence map between the depression state of the accelerator pedal 15 and the throttle valve opening. A target throttle valve opening corresponding to the output signal of the sensor 15A is determined and output to the throttle valve control means 156C.

As a result, the throttle valve 6 is operated via the motor 7.
Opening/closing is automatically controlled in a mode selected according to vehicle driving conditions.

In this way, the driver no longer forgets to switch from economy mode to normal mode, which previously occurred, and avoids situations where the expected output is not obtained or where the fuel consumption deteriorates while driving. This has the advantage of improving operability and running performance.

Note that when an intermediate mode as shown in FIG. 19(b) is provided, the economy correction coefficient K is determined based on the relationship between the vehicle speed ■ and the engine rotation speed Ne. For this correction coefficient, O≦≦1, and when K=0, the normal mode is selected, and when K=1, the economy mode is selected. Using this K, the opening degree of the 1'' mark slot 1 heel is calculated by the following equation. That is, throttle opening = f- to -g, where fig is a function of the accelerator pedal opening, and K is an economy correction coefficient. By obtaining this throttle opening degree, an intermediate mode selection state corresponding to the driving state is realized.

By the way, as shown in FIGS. 19(a) and (1), in the driving state detecting means 156B described in "-", the driving state is lower than a predetermined engine speed Ne with respect to the moving average vehicle speed V of the vehicle. Although the mode switching judgment is made based on whether or not the mode is the same, the following mode switching judgment conditions may also be used.

■ Average vehicle speed within a predetermined time determined from wheel speed information ■ Maximum vehicle speed within a predetermined time determined from wheel speed information ■ Average vehicle acceleration within a predetermined time determined from wheel speed information ■ Determined from wheel speed information Maximum vehicle acceleration within a predetermined time ■ Average engine rotation speed within a predetermined time determined from engine rotation speed information ■ Maximum engine rotation speed within a predetermined time determined from engine rotation speed information ■ Calculated from engine rotation speed information Average engine rotation speed within a predetermined time'' 1 increase rate ■ Maximum engine rotation speed increase rate within a predetermined time determined from engine rotation speed information ■ Average vehicle speed and average engine rotation speed Here, the vehicle speed of ■ ~ ■, When acceleration, engine speed, etc. are small, the mode is switched to economy mode 1~, and when it is large, it is switched to normal mode.

In this embodiment, automatic switching between economy mode and normal mode 1 is performed, but when this automatic switching is performed from O I to MO I, mode switching is performed between mode 1 and manual mode. Mode changeover switch I
56D is provided, 1~river is made to select the mall,
The automatic mode switching may be performed only when the mode switching switch 156D is in the O/I mode.

Next, the accelerator pedal linkage mode switching control section ] 57 will be explained. As shown in FIG. 20, when the amount of depression of the accelerator pedal 15 is
A, the valve opening/closing control signal is input to the thrower 1 through the mode switching means 1.
57B, engine performance requirement detection means 157A, and thrower I/le valve control means 157C.

Mode switching means 1.57B has two setting modes, normal mode and economy mode, and is configured so that the throttle opening corresponding to each mode can be calculated in relation to the amount of depression of the accelerator pedal. has been done.

In other words, in the normal mode, the throttle opening is 1 times as requested by the lime for the amount of depression of the accelerator pedal 15.
Or relatively slow 1~ that emphasizes the output characteristics of the engine.
The state where the lever opening is large is set.

In addition, economy mode 1~ is now set to a smaller opening degree or a relatively smaller opening speed than the driver's request for the amount of depression of the accelerator pedal 15. death! is configured so that it is carried out.

The throttle valve control means 157C is configured to output a control signal for realizing the input target throttle valve opening degree.

On the other hand, the engine ability requirement detecting means 157Δ receives the output signal of the accelerator pedal position sensor 15A to detect the driver's engine ability requirement, and based on this requirement, the mode switching means 157B
It is configured to output a switching signal to the

That is, a map of characteristics shown in FIG. 21-(a) is stored, and it is determined whether the normal mode or economy mode should be selected depending on the amount and speed of depression of the accelerator pedal 15. It has become.

In addition, as shown in FIG. 21(b) as a setting mode,
A plurality of intermediate modes between the normal mode and the economy mode may be provided, and the optimum mode may be automatically selected from among the plurality of modes.

With the configuration described in FIG. 22, the accelerator pedal link mode 1 to the switching control section 157 operate according to the flowchart I shown in FIG.

That is, the position of the accelerator pedal 15 is detected by the accelerator pedal position sensor 15A (step 57).
A) The amount and speed of depression of the accelerator pedal 15 are calculated in the engine performance requirement detecting means] 57A (
Step 57B).

According to the characteristic map shown in Figure 21 (8),
Either the normal mode area or the economy mode area is automatically selected depending on the amount and speed of depression of the accelerator pedal]5.

As a result, a mode corresponding to the driver's engine performance requirement is automatically selected, and control is performed in accordance with the selected mode.

That is, a switching signal to the selected mode is output to the mode switching means 157B, and this mode switching means 157B
In this case, the economy mode is set after receiving the switching signal (
Step 57E) or economy mode is canceled and normal mode is set (step 57F).

The mode switching means 157B selects the target throttle valve opening corresponding to the output signal of the accelerator pedal position sensor 5A based on the correspondence map between the accelerator depression state and the throttle valve opening in one of the modes determined as described above. The degree is determined and output to the throttle valve control means 157C.

As a result, the throttle valve 6 is operated via the motor 7.
Opening/closing is controlled by a mote that corresponds to the driver's requests.

In this way, you no longer have to forget to switch from economy mode 1- to normal mode, which was previously the case, and you can avoid situations where you cannot get the expected output or drive with poor fuel efficiency. It has the advantage of improving maneuverability and running performance for limes.

By the way, the dual engine performance requirement detection means 157
In A, there are two modes: normal mode and economy mode.
However, if an intermediate mode is provided as shown in FIG. ' is determined as IJ and economy correction coefficient. In this correction coefficient, ' is O≦ and '≦1, and when '=O, the normal mode is selected, and when K'=1, the economy mode is selected.

This correction coefficient ' is the mode switching means 'J, 57 B
The target throttle opening degree is calculated using the following equation. In other words, the throttle opening is f'-'·g', where g': correction coefficient f' + g': throttle opening, which is a value determined according to the amount or speed of accelerator depression. By increasing the throttle opening, an intermediate mode selection state requested by the driver is realized.

In addition, in the engine performance requirement detecting means 157A described above, as shown in FIGS. 21(a) and 21(b), with respect to the amount of depression of the accelerator pedal 15, the depression speed of the accelerator pedal 15 is lower than or equal to a predetermined value. Although the mode switching judgment is made based on whether the mode is 1-, the driver's engine performance request may be detected and the motor judgment may be made based on the following mode switching judgment conditions.

■The depressing speed of the accelerator pedal 15 determined from the output of the accelerator pedal position sensor i5A ■The average depressing speed of the accelerator pedal]-5 within a predetermined time ■The depressing speed of the accelerator pedal 15 determined from the output of the accelerator pedal position sensor]-5 Depression amount■Average amount of depression of the accelerator pedal 15 within a predetermined timeHere, if the depressing speed or amount of depression of ■ to ■ is small, the switch is switched to the economy mode 1~ side, and if it is large, the mode is switched to the normal mode 1.
switch to the lower side.

Furthermore, if the depression speed of the accelerator pedals 1 and 5 is less than a predetermined value for a predetermined engine operating state such as engine speed, the switch is made to the normal mode, and if it is smaller, the switch is made to the economy mode. good.

Note that in this embodiment, normal mode and economy mode 1 are used.
・Which automatic switching is performed, manual 1000-I which causes the driver to switch the mode to 1000000 mode where this automatic switching is performed]-5
71) may be provided to allow the driver to select the mode, and automatic mode switching may be performed only when the mode changeover switch 157D is set to O1 to Mo1.

Next, to explain the vehicle speed detection compensation control section]-66, as shown in FIG. 23, the left and right non-drive shafts 1.3A,
Non-driving shaft speed sensor 1.3 attached to each of 13B
a and 13b are connected to transmit their output signals, and the control section 166 includes a failure detection means 166A, a compensation control means 166B, and a travel control device 166C.

The failure detection means 166A includes non-driving wheel speed sensors 13a, i
3b is configured to constantly monitor the output of sensor 3b, and is configured to detect a failure when the output exceeds the normal range or when the output remains unchanged for a predetermined time or more, and identifies a failed sensor and sends a failure signal. It is designed to output .

The compensation control means i-66B receives the failure signal from the failure detection means 166A and corrects the failure non-driving shaft speed sensors 13a, 13 using output signals from other sensors.
It is configured to compensate for the information of b.

That is, if either one of the non-driving wheel speed sensors 13a, i3b fails, the remaining non-driving wheel speed sensor 13a (
13b) is configured to perform turning correction based on the steering angle detected by the steering angle sensor 121, thereby obtaining and outputting the vehicle speed (2).

In addition, if any of the non-driving wheel speed sensors 1.3a and 13) fail, the output signal from the output shaft rotation speed sensor 2OA of the A and /T (automatic transmission) 20 will be corrected by the shift L-stage. The system is configured to perform this and output it as a pseudo vehicle speed.

The travel control device 166G is configured to perform O1-speed control 1-roll (A, SC), and the control is performed by the vehicle body obtained from the output signals of the wheel speed sensors 13a and 1.3b. It is now done using speed ■.

The travel control device 166C also includes wheel speed sensors 13a,
In addition to the output signal from 131), failure detection means] 66A
In response to the sensor failure information from the sensor failure information and the pseudo vehicle speed signal output from the compensation control means 166B, the wheel speed sensors 1.3a, ]
, 3b is configured to continue its operation even in the event of a failure.

With the above configuration, the vehicle speed detection compensation control section 166
The operation is performed according to the flowchart i- shown in FIG.

That is, in the failure detection means 166A, left -6(i
- If a failure of the right non-driven wheel speed sensor 13a, 1.3b is detected (steps 66A, 66B), the compensation control means 16
At step 6B, a stop signal for control that requires highly accurate vehicle speed, such as 1 to traction control I/roll, is output to the travel control device 166C (step 66D).

Furthermore, in the compensation control means 166B, only one side of the non-driven wheel speed sensors i3a, 13b is out of order.

If only one side is faulty, the non-driving shaft speed on the non-faulty side is compensated based on the detection signal from the steering angle sensor 121 that detects the steering angle of the steering wheel (step 66E). The vehicle speed is obtained (steps 66F and 66(E), and is output to the cruise control device 166C to continue various cruise controls.

In addition, if the non-driving shaft speed sensors J3a, 13)+ on both sides are malfunctioning,
(step 66H), A
, /-J" output signal 1c of shift 1 position sensor 20B
A pseudo vehicle speed is calculated by incorporating the shift stage and outputted to the travel control device 166C.

As a result, even if the non-driving shaft speed sensors], 3a, and 13b are out of order, the auto speed (cruise) control 1 to roll (ASC) by the travel control device 166C is continued.

Incidentally, compensation of the non-driving shaft speed by two consecutive steering angles is performed using a compensation coefficient Ks shown in FIG. As shown in the figure, the compensation coefficient Ks increases linearly with the steering angle change Δθ, but in the range from the steering angle change Δθ to Δ02, Ks=O, and this range is compensated as a dead zone. This ensures stable drivability.

In this way, even in the event of a failure of the non-drive axis sensor,
Since the vehicle speed can be detected with high accuracy, there is an advantage that stopping the control system can be avoided.

Next, the accelerator pedal position sensor (APS) failure acceleration control unit 162 will be explained as shown in FIG. 1(b).
), as shown in FIG. 26, information on the amount of depression of the accelerator pedal 15 is input through the accelerator pedal sensor 7-5A, and
The depression information of the brake pedal 21 is transmitted to the brake switch 21 as a brake pedal sensor. It is designed to be input through A.

Further, the control unit 162 includes a failure detection means 162A and an acceleration control device 16213, and the acceleration control device 1
62B is composed of a failure control section 162C and a control means 162D.

The failure detection means 162A constantly monitors the output of the accelerator pedal position sensor 5A, and when the output does not change after a predetermined time or an abnormal output is detected,
It is configured to output a failure signal to the failure control unit 162C.

The failure control unit 1.62G is configured to output the throttle 1 hell valve 60 control opening degree at the time of failure when a failure signal is input manually, and a memory counter or the like is used to ensure that the brake is not operated. If the condition continues, the failure control opening degree can be gradually increased from a slightly larger opening degree than during idling operation to an upper limit opening degree.

Control means] 62D is configured to control the slot I/le valve 6 using a DBW (Drive Pie Wire) type, and has a control configuration of A, SC (O 1 - Roll to Speed Control 1) type, etc. It has been incorporated.

With the above-described configuration, the accelerator pedal position sensor failure acceleration control unit 162 operates according to flowchart 1 shown in FIG. 27.

That is, when the failure detection means 162A detects a failure of the accelerator pedal position sensor 15A, the operation to flowchart 1 is started, and the predetermined throttle opening is set as the target opening and the control means 1.62I ) (step 62A), and the throttle valve 6 is closed to a predetermined throttle opening degree.

Note that the predetermined throttle opening degree indicated in -4- is set to an opening degree that allows a slightly higher engine output than during idling operation to be obtained.

Then, it is determined whether or not the "brake pedal 2" has been operated based on the output signal of the brake switch 21A (
Step 62B), if there is no brake operation, step 62G is executed.

In other words, it is determined whether a predetermined time has elapsed since the throttle opening was updated to the predetermined throttle opening L7, and if the predetermined time has not been exceeded, the idle operation is performed slightly more than at the predetermined throttle opening. The output state of the mouth is maintained (step 62H).

Then, after a predetermined period of time has elapsed, the target opening degree of the thrower [...
D), operation is performed with a slightly larger throttle opening than the previous time.

The above increments gradually increase the target opening, but the increased target opening is monitored to see if it does not exceed the predetermined opening -4 limit (step 62E). 1
If the limit is exceeded, the first limit is always set to the predetermined opening degree (step 62F).

The target opening degree determined in this way is the control means 162D.
The accelerator pedal position sensor 1.5 A is output to the accelerator pedal position sensor while being limited to the output target opening degree from other control means.
Even in the event of a failure, the vehicle can continue to be driven at medium to low speeds without significant deterioration in driving performance.

By the way, when the brake 21 is operated and the brake switch 21A shifts to the ON state during the operation when the accelerator pedal position sensor fails in item 1, step 62G is executed and the target opening degree of the throttle valve 6 is set to a predetermined value. The opening of the thrower 1 is changed to the desired opening or 0, and the thrower 1 hell valve 6 returns to the opening corresponding to the lowest speed after the failure of the accelerator pedal position sensor or to the fully closed position, thereby preventing accidents and the like.

Note that when restricting the opening of the throttles 1 to 1 as described in item 1, the restriction of the throttle opening may be corrected using the vehicle speed or the steering angle.

Furthermore, instead of turning on the brake switch 21-A, the above-described thrower 1 valve 6 may be closed based on the following criteria.

■Vehicle deceleration is detected from the vehicle speed obtained from each wheel speed.

■By detecting vehicle deceleration from the G sensor.

■Depends on brake oil pressure.

In this way, the accelerator pedal position sensor 15
Even if a failure occurs in A, the vehicle will not come to a sudden stop and will continue to run at medium or low speeds, so it will be possible to come to a safe stop without avoiding the danger of a sudden stop.

Furthermore, when the brakes are not operated, the throttle opening can be gradually increased to the engine output limit that ensures safety, allowing the vehicle to be driven without significantly reducing driving performance. be.

Next, the brake switch linkage control unit 161 in case of failure of the accelerator pedal position sensor will be explained. l+ <, the amount of depression of the accelerator pedal j5 of the control unit 161 is inputted via the accelerator pedal position sensor 1.5A, and the brake operation state is inputted via the brake switch 21A.

The control section 1-61 then controls the deceleration request detection means 16.
1A, a deceleration request control section], 61.8, and an acceleration control device 161C.

The deceleration request detection means 161A is configured to detect a deceleration request upon receiving an ON signal of the brake switch 21A due to operation of the brake pedal, and output a deceleration request signal.

Upon receiving the deceleration request signal, the deceleration request control unit 1.6], B performs the operation of flowchart 1 in FIG. The acceleration control device 16 is configured to output to +-C.

The acceleration control device 161C is configured to receive the target opening degree of the throttle valve 6 and control the opening and closing of the throttle valve 6 via the motor 7, and has functions such as DBW type auto-cruise control.

With the dual configuration, the accelerator pedal position sensor failure brake switch linkage control section 161 operates according to flowcharts 1 to 1 in FIG. 28( )].

That is, during normal operation, the acceleration control device 16
In 1C, accelerator pedal position sensor 1.5
After the output signal of A is read (step 61.A), the target throttle opening degree is calculated and output (step 61B), and the throttle valve 6 is driven to perform the required acceleration operation. .

While such an operation is being performed, the deceleration request detection means 61.A constantly reads the signal of the brake switch 15A (step 61C) and monitors it (step 61.D). Switch 1.5A is O
When the N state is reached, the deceleration request detection means 161A outputs a deceleration request signal to the deceleration request control section 161B.

The deceleration request controller 161.8 compares the current target throttle opening with a preset required throttle opening (step 6"E), and determines whether the target throttle opening is equal to the predetermined throttle opening. If it is larger, a predetermined throttle opening is adopted as the target throttle opening (step 61F), and this opening is transmitted to the acceleration control device 161C.

As a result, the acceleration control device L 61 C closes the throttle valve 6 to a predetermined throttle opening degree.

At this time, since the predetermined throttle opening degree is set to an opening degree that allows safe driving even when the accelerator pedal position sensor 15A fails, even if the accelerator pedal position sensor 15A fails, Drive at a safe speed.

Note that the deceleration request detection by the deceleration request detection means 161A described above may be based on the following criteria.

■Vehicle deceleration calculated from each wheel speed;Vehicle deceleration obtained from the G sensor;Change in brake oil pressure.In addition, the deceleration request control unit 161B limits the opening of the throttle valve 6 to a predetermined throttle opening. Instead, the deceleration request may be satisfied as follows.

■Limits intake negative pressure to limit engine operating conditions.

=75- ■Limit Δ/N to limit engine operating conditions.

■Limit the fuel injection amount to limit the engine operating state.

In this way, the accelerator pedal position sensor 1.
Even in the event of a failure of the 5A, etc., the engine operating state (throttle valve opening) was controlled to a predetermined safe state by the driver's intention to decelerate, such as by operating the knob, allowing the vehicle to travel at a safe speed. After that, you can stop.

In addition, on expressways etc., the accelerator pedal position sensor i
Even if a failure occurs in 5A or the like, the system will not suddenly stop, and a safe stop can be performed while avoiding the danger of a sudden stop.

Furthermore, if the driver requests acceleration using the accelerator pedal during or after the transition to a predetermined throttle opening degree using deceleration means such as a brake, the throttle valve responds to the acceleration request from a predetermined 15) 7 degrees. Since the operation is performed, there is no significant discomfort in the operating condition.

Moreover, if a conventionally used device such as a brake switch is used as the deceleration request detection means.

The above effects can be obtained without applying varnish.

Next, the engine linkage initialization avoidance control section 165 will be explained.

As shown in FIG. 29, the ignition switch 22A
An activation signal for the starter 22, which operates in conjunction with the engine, and engine rotation speed information, for example, indicating the operating state of the engine, are input.

Then, the activation signal of the starter 22 indicated by "-" is transmitted to the starter operation detection means] 65A, and the operation state of the starter 22 is detected.

Further, a detection signal from the engine rotation speed sensor 17a is input to the engine operation detection means 165B, so that the operating state of the engine is detected.

Furthermore, a slot 1 hell valve control system 1-65D is provided to control O-I-cruise, etc.
It has various functions and is configured to control the driving of the throttle valve 6 and motor 7.

The throttle valve control system 165D is provided with an initializing means 165E.
5E outputs an initialization signal to the throttle valve control system 165D, and operates the throttle valve 6 to fully open or open the throttle valve 6 to adjust the position of the base 7 (11) or to check the failure diagnosis of the throttle position sensor 8, motor 7, etc. It is configured so that it can be carried out by

The initialization means 165E is provided with an initialization prohibition means 165C, which is configured to output an initialization prohibition signal to the initialization means 1-65E when the initialization operation does not improve the running of the vehicle. There is.

-1- With the configuration described above, the engine linkage initialization avoidance control section 1-65 operates in accordance with the flowchart of FIG. 30.

That is, the detection signal of the engine rotation speed sensor]-78 is detected by the engine operation detection means 1. , 65B, and engine rotation speed information is read (step 65A).

Next, it is determined whether the engine speed Ne is a predetermined value (step 65B).
), if the predetermined value is 2, it is determined that the engine 4 is in operation, and the initialization inhibiting means 165 is activated.
A prohibition signal is transmitted from C to initializing means 165E (step 65F).

If the engine speed is less than a predetermined value, the starter operation detection means 165A determines whether the starter 22 is in operation (steps 65G, 651);
When the starter 22 is in operation, a prohibition signal is transmitted from the initialization prohibition means 165G to the initialization means 165E (step 65F).

On the other hand, if it is determined that the engine 4 is not operating (No route in step 65B) and if it is determined that the starter 22 is not in operation (No route 1~ in step 65D), the initialization prohibition signal is not transmitted. Throttle valve control system 165D by initializing means 165E
is initialized (step 65E).

Note that, for example, initialization may be performed with the addition of a condition that it is detected that the driver is seated after the door on the driver's side is opened.

As a result, initialization is not performed while the engine or starter is operating, and the driver presses the accelerator pedal J5.
This avoids a phenomenon where the engine speed fluctuates greatly even though the engine is not being operated.

In addition, for vehicles in which the voltage drop due to the operation of the starter 22 is suppressed to a small level and the motor 7 that drives the slot 1 hell valve 6, the slot 1 hell valve sensor 8, and the ECU 14 can operate without any problem, Initialization may also be performed. In this case, the starter operation detection means 165A becomes unnecessary.

In this way, the initializing operation of the speed control unit in the operating state is avoided for a predetermined operating state of the engine or the starter, so there is an advantage that disturbances in various controls due to initialization can be prevented.

Next, the 1-transmission link initialization inhibition control unit 164 will be explained. As shown in FIG. 7 Transmission (A/
T) The shift position of 20 is shift 1 - position detection sensor 20B
It is now possible to do it manually.

Further, the control section 164 includes the throttle valve control system 1
64C, initializing means 164B, and initializing inhibiting means 164A. It is configured.

Then, the initialization inhibiting means 164A receives the output signal of the shift position detection sensor 2OB for the transmission transmissions 1 to 2o, and determines the shift position such that the engine driving force is not transmitted from the transmission transmission to the wheels. It is configured to output a prohibition signal to the initializing means]-64, 13 when the vehicle is at the new 1 heral position or the parking position.

With the above-described configuration, the transmission link initialization inhibition control section 164 operates according to the flowchart shown in FIG. 32.

That is, the shift position of the transmission 20 is detected by the shift position detection sensor 2OB (step 64).
．． A,), initialization inhibiting means 164, and transmitted to A.

The initialization prohibition means 164A determines whether the shift is in the shift 1 to position return position (neutral) or P (parking) (step 64B), and if it is neither the N position nor the work) position, an initialization prohibition signal is output to the initialization means 164B. (step 64D)
.

As a result, when the shift 1 position is neither the N position nor the P position, initialization of the throttle valve control system 164C is prohibited.

On the other hand, if it is in the shift 1 to position return position or in the P position, the inhibit signal is not output, so the throttle valve control system 164C is initialized by the initializing means], 64.8 (step 64).
C).

In addition, in the case of manual 1~transmission, if the shift position is not at the 2nd knee l/l position, initialization of the throttle valve control system is canceled, and initialization is executed only when the shift position is in the neutral position. .

In this way, the initialization operation of the speed control device in an undesirable running state due to a momentary power interruption or the like is avoided, so that disturbances in various controls caused by initialization can be prevented.

Next, the throttle 1 to air control unit 1 when the valve sensor fails
To explain 67, two air intake passages 5A are provided in parallel as shown in FIG. 33.

Throttle valves 6A and 6B are installed in slot 1, respectively.
are configured to be opened and closed by 11 motors 7A, 7B, respectively, and the drive motors 7A, 7B are controlled by throttle valve drive means 1.6713.

Note that the downstream side of the intake path 581t) B is connected to each bank of the V6 engine, but the intake path +) A 151
A communication valve 61 is interposed between the downstream portion of 3,
When this communication valve 61 is opened, the intake passage 5A is opened.

51-3 communicate with each other.

Here, the communication valve 6] is a throttle valve 6Δ.

6B It is closed when the engine is normal, and opens when either throttle valve 6A or 6B fails and becomes fully closed.

The throttle valve driving means 167B is configured to output a driving signal to open and close the throttle valves 6A and 6B up to the target opening outputted from the target opening setting means 167A.

Note that the target opening degree setting means 167A is controlled by the other control units 151 to 167A.
Of the 168, it is composed of one for registering and outputting the target throttle opening.

A controller is provided as a failure detection means 167C, and a failure of the motors 7A, (7B) or throttle position sensor 8Δ (8B) may result in an abnormal output or no change in output for a predetermined period of time. The fault signal is detected by the converting means 1.67E and the fault air control means 1.
67 II).

The failure air control means 1671) includes a switch 23.2.
4 is attached, and when a failure signal is received, the throttle valve 6A is activated by switching the switches 23 and 24.
, the motor 7A is configured to be switched from target opening control to target air control.

That is, the converting means 1-67E has a map that makes the throttle opening correspond to the air amount A/H per engine rotation, and the converting means 167E converts the target throttle opening into the target air using the engine rotational speed as a parameter. It is structured in such a way that it is converted into a quantity.

Then, the converted 11" standard air amount is input to the air control means 167D, and the motor 7A is driven toward this 1" standard air amount, and the throttle valve 6
A is configured to be opened and closed.

The opening and closing of the throttle valve 6Δ is configured to be feedback-controlled using the output signal of the intake air sensor 3.

Note that the air flow sensor 3 as an intake air sensor is
The intake passage 5 is provided in a downstream portion (for example, inside an air cleaner) before the intake passage 5 branches into an intake passage portion 5A and an intake passage portion 5B.

Even if any of 5B becomes unusable, the amount of intake air can be measured.

With the above-described configuration, the throttle valve sensor malfunction air control section 167 operates according to the flowchart shown in FIG. 34.

In other words, if either one of the throttle valve sensors 8A, 8B is out of order, either the other non-faulty sensor 8A (8B) drives both the throttle valves 6A, 6B by the same amount, or only the negative throttle valve is driven. Control is performed as to whether to drive the first hell valve 6A (6B).

When failure detection means 1.67G detects a failure in both throttle valve sensors 8A and 8B (step 67A), current to motor 7B that drives one throttle valve 6B is cut off, and The valve 6) 3 is driven fully open by a return spring attached to the valve (step 67B).

Next, from the failure detection means 1-67C to the conversion means 167
By outputting a failure signal to E and the failure air control means 167D, the switch 23.24 is switched, and the control system of the throttle valve 6A is switched to a system that passes through the conversion means 167E and the failure air control means 67D. (Step 67C).

Then, in the converting means 167F, the target opening degree of the slots I to 1 is converted into a target air amount A, /H per engine rotation using the engine rotation speed Ne detected by the engine rotation speed sensor 1.7a as a parameter. (Step 67D).

The air control means 167D performs feedback control according to the deviation between the measured air amount detected by the intake air sensor (air flow sensor) 3 and the target air amount, and controls the motor 7A.
By driving the required amount, the throttle valve 6A is driven toward the 11 standard air amount (step 67E).

In this case, the communication valve 61 is kept open. Thereby, even if the throttle valves 1 to 6B are fully open, intake air can also be supplied to other banks via the throttle valves 6A and the communication valves 61.

Incidentally, instead of using two sets of control means, the following control may be performed.

That is, when both throttle valve sensors 8A, 8B fail, the throttle valve 6A first.

Drive 6B fully open. Then, the same switching to the air control means 167D as described above is performed, and thereafter, in order to achieve the target air amount, the motors 7A and 7B are driven by the same amount, and the throttle valve 6A is activated.

Make sure to use the same amount of 6B.

Then, by using the actually measured air amount information of the air flow sensor 3, air amount feedback control of the thrower valves 6Δ and 6[3 is performed.

In this case, the communication valve 61 may remain closed.

Such a control means can also compensate for the failure of the throttle valve sensor in substantially the same manner as the above-mentioned means.

In this way, the throttle valve sensor 8A.

Even if all of the valves 8B fail, the control of the thrower 1 valves 6A and 6B can be accurately continued.

Next, the output torque adjustable rotation speed control section 159 will be explained. As shown in FIG. 39, target rotation speed setting means sets a target rotation speed in order to control the engine rotation speed (especially during idling operation). 159A is provided.

On the other hand, an engine rotation speed sensor as rotation speed detection means for detecting the engine rotation speed Ne is provided.

The output of the engine rotation speed sensor 17a and the output of the target rotation speed setting means 159A are input to rotation speed deviation detection means 59B which is constituted by a subtracter, and the output of the means 159B is input to the engine speed deviation detection means 59B. It is designed to be input to the output torque calculation section 159C.

The engine output 1-lux calculation unit 159C is configured to calculate the output torque necessary to achieve the target rotation speed, and is configured to calculate the output torque necessary to achieve the target rotation speed, and the correction torque (this is the rotation speed deviation Determined from the proportional, integral, and differential elements of ΔNe; I) I D), air conditioner load, and headlight 1-load.

It is configured such that an A"l" (auto-matic transmission) load and other loads due to power steering and the like can be added.

For the air conditioner load, headlight 1~load, AT negative load, and other loads, the required 1 herk is stored in advance in the ROM, and each operation switch 2 is stored in advance.
When any or all of 5, 26, 27. Together with the corrected torque, it is output as a target engine output of 1 to 1 lb.

Then, an A/N conversion section 1.591) is provided with a map of the correspondence characteristics between engine torque and A,/N, and the above target engine output I-rook is inputted.
The target A/N corresponding to this is output.

The target A/N is configured to be input to the feedback control unit 159E.
59E feeds back the measured A/N that is actually measured and calculated based on the output of the air flow sensor 3, and eliminates the deviation between the target A/N and the measured A/N by I) ID control, and returns to the target A/N. Control is now in place.

With the above configuration, the output torque adjustable rotation speed control section]5
9 is operated along the broacher 1- shown in FIG.

That is, in the rotation speed deviation detection means 159B, the shelf rotation speed set by the target rotation speed setting means 159A and the rotation speed detection means 1. , 7a is calculated (Step 59A).

Then, based on the rotational speed deviation ΔNe, correction 1 to torque Δ'1
．． ” e is calculated (step 59B).

Then, in the engine output torque calculation unit 159C,
For correction] Luk ΔTe, air conditioner, Yatsu I light,
The load driving torques of automatic transmission 1 to transmission, etc. are read from the ROM and added. This means that the target torque has been calculated (step 59C).

This target torque is converted into a target A/N in the A/N converter]-59II) and output (step 59D).

In addition, this conversion is obtained from the map of A/N and engine output [・lux], but the following linear formula % formula % is used, and the target A/N and the measured A/N calculated by actual measurements are calculated. The deviation ΔA/N is determined (step 59E), and this ΔA
, /N, the throttle valve drive motor 7 is controlled in accordance with (step 59F).

In this way, this structure, as shown in FIG. 38(a),
As shown in FIG. 38(b), a means for directly controlling the intake air amount is used, instead of a means for feeding back the speed fluctuation with respect to the target rotation to the opening degree of the idle control valve 123 provided in the bypass passage 23a. Even if the throttle valve 6 has a large diameter, the air passage opening area and
The throttle valve 6 having a large diameter can be used as a rotation speed control means without being affected by the nonlinearity of the actuator drive of the throttle valve 6.

Furthermore, feedback control of the amount of intake air can be included in the minor loop, improving the response of the air intake system and improving the responsiveness and stability of rotational speed control.

Furthermore, since the amount of intake air is measured 41 times, failures in the actuator of the throttle valve 6 can be easily detected.

Next, the ignition angle/throttle combination type rotation speed control unit 160 will be explained. As shown in FIG. Number setting means 160A
is provided.

On the other hand, a rotation speed sensor 17a is provided as rotation speed detection means for detecting the engine rotation speed Ne.

The output of the rotational speed sensor 1.7a and the output of the shelf rotational speed setting means 160A are manually inputted to the rotational speed deviation detection means 160B which is constituted by a subtractor. The output is manually inputted to the engine output 1 - luke calculation unit]60C.

The engine output torque calculation unit 1.60C is configured to calculate the output torque necessary to achieve the target rotational speed, and is configured to calculate the output torque necessary to achieve the target rotational speed. Determined from the proportional, integral, and differential elements of the number sensor Ne;
The load is calculated by the roller 160C, and the air conditioner load, the load on the headlight 1, the automatic transmission (AT) load, and other loads due to power steering, etc. are added to this calculated value.

In addition, the air conditioner load, headlight 1 load, automatic l-transmission load, and other loads are as follows:
Each required torque is stored in ROM in advance, and the respective operating switches 25.26, 27.28
When any or all of them are turned on, the required torque of the turned-on load is read out and added, and all the required torque during operation is calculated by the correction 1- to eliminate the rotational speed deviation.
It is designed to be outputted as a target engine output of 1 to 1 to 2 lbs along with 1 to 1 lbs.

The valve opening converter 160D is provided with a map 1-95=60D□ of the correspondence characteristics between the engine torque and the throttle opening. Then, the corresponding target throttle opening degree is calculated.

The target scoot 1-le opening is determined by the achievable opening setting means 1.6.
002, and the same means 16
In 0D2, the achievable opening degree of the throttle valve 6 is determined in correspondence with the target Scot 1H opening degree and is configured to be output.

That is, the throttle valve 6 and the motor 7 that drives the throttle valve 6 have a predetermined resolution in order to efficiently perform control over a wide range from fully closed to fully open.

Ideally, this resolution characteristic should have a smooth characteristic over the entire opening range, as shown by the broken line in Fig.
Even if the throttle opening is made to have a smooth characteristic, in the region where the opening degree is small, the characteristic will become step-like as shown by the solid line in the figure, and the achievable throttle opening degree will be limited.

Therefore, the target throttle opening is set as the required opening, and the possible throttle opening for this required opening is stored as a map, and the achievable throttle opening determined by this map is output.

In other words, on the open side of the input target throttle opening,
The achievable throttle opening with the characteristic shown by the solid line closest to the target throttle opening is determined as the achievable throttle opening.

This realizable throttle opening is input to the throttle valve control section 1.60E, and the throttle valve 6 is adjusted to the realizable throttle opening via the drive motor 7.

By the way, the valve opening converter 160D includes an adjusting means 1.
60F is linked, and the adjustment means 160F includes a map part 160F1 that converts the Scott 1 Hell opening into A/N, etc.
Delay element 160F considering delays due to surge tank, etc.
Second, a map portion 160 F 1 of the correspondence characteristics between the engine 1 and the ignition angle is provided.

The map section 160F is configured to input the realizable throttle opening and the engine speed Ne.
The achievable throttle opening is converted into an A/N corresponding to the achievable opening using the engine speed Ne as a parameter using a map.

Further, the delay element section 1.60F2 is provided with a function of delaying the output timing of the target output 1 to luke and the A/N corresponding to the actual opening in order to synchronize with the actual engine operation timing.

The ignition angle determining means 160F3 is equipped with a map showing the correspondence relationship between the target output torque and the ignition angle using A, /N as parameters, and the correspondence relationship between the target output torque and the actual opening angle is A / N. The target ignition angle is determined from N and is then set.

[The 1-mark ignition angle is adjusted by the ignition angle adjusting means 160G, and is configured to be able to control the required ignition angle return.

-, 1- With the configuration described above, the ignition angle/throttle combined rotation speed control section 16o operates according to the flowchart shown in FIG. 36.

That is, in the rotation speed deviation detection means 160B, the deviation between the number of signboard surfaces set in the target rotation speed setting means 160A and the actual engine rotation speed Ne outputted to the rotation speed detection means]-7a is determined. is calculated (step 60
A).

In order to eliminate the calculated speed deviation, the torque correction amount as a control amount in PID control is adjusted to 1 engine output.
˜calculated in the torque calculation unit 1.60 C□ (step 60B).

Next, the engine output torque calculation unit 160c calculates which of the air conditioner load I·Lux, headlight load I·LQ, AT load torque, and other loads L·LQ corresponds to the switches 25, 26, and 27°28 that have been turned ON. The required torque is further added, and the [1 standard output 1~lku] is calculated (step GOC).

° Then, the target output torque is determined by the valve opening converter 160D.
The map section 160D1 converts the throttle opening into a target throttle opening (step 60D).

In this conversion, one of the map characteristics with the engine speed as a parameter is selected according to the actually measured engine speed Ne, and the conversion is performed.

The calculated target throttle I-le opening is determined by the achievable throttle opening setting means 1601)2 as the achievable throttle opening closest to the target throttle I-le opening on the open side of the target throttle I-le opening. (step 60E).

The achievable throttle opening is input to the throttle valve control unit 1.60E, and the control unit 160E drives the throttle valve 6 to the achievable throttle opening (step 601()). .

On the other hand, the achievable throttle opening is the adjustment means "-60F
In the map section 160F, it is converted into an air amount (A, /N) per rotation (step 60F).

Then, ignition angle control is performed using this air m (A/N) and the target engine 1~lux from the engine output 1~luke calculation unit 1.60C, but in order to synchronize with the actual engine process, a delay element is used. Part 16- ]00- OF2 The ignition angle determining means 1.60F corresponds to the delay in filling the surge tank with air and the delay in the intake process.
The output of target engines 1 to 3 and A,/N is delayed (step 60G).

The delayed retard ignition angle is determined based on the A/N corresponding to the target engine torque and the actual opening that are delayed and input to the ignition angle determining means 1.60F3 and the map provided in the same means 1.60F3 ( Step 60I), input to the ignition angle adjustment means 160G.

The ignition angle adjustment means 160G performs ignition angle control to retard the ignition angle of the engine 4 to the determined ignition angle (step 60J), and requests the throttle opening degree.
An excess of the engine output torque, which is expected to occur due to the control to the possible throttle opening 1 to the open side than the opening of the ignition angle 1, is eliminated by the ignition angle litter 1, and the engine output torque is finely adjusted.

Note that actual measured values may be used between ■ and ■ in FIG.

In addition, the target throttle opening is 1 of MAP, +-60D.
] The standard throttle opening can also be used as is.

Even if this is done, there is little influence on the control effect.

Furthermore, instead of adjusting the excess of the engine output 1 to lux using the ignition angle litter 1-, the air-fuel ratio may be adjusted by making the air-fuel ratio leaner. In this case, instead of the ignition angle determining means mentioned above, an air-fuel ratio determining means is provided which receives the target torque, A/N, and engine speed, and has a map showing the relationship between the air-fuel ratio (A/F) and the target torque. The air-fuel ratio is made lean based on the output of this air-fuel ratio determining means.

In this way, it is possible to perform reliable rotation speed control even if a throttle valve with coarse resolution is used without installing a small diameter valve for eye 1 to eye control, and as a result,
Parts such as idle control valves are no longer required, the number of parts is reduced, and costs are reduced.

Next, to explain the control mode switching control section 163, as shown in FIGS. 4.1 and 4.2, first, first throttle target opening calculation means (first throttle target opening setting means) 163C-1 and second throttle target opening calculation means (
A second throttle target opening setting means) 163C-2 is provided.

Here, the first throttle target opening calculation means 163C-
1 includes a plurality of sensors (for example, air flow sensor 3, engine rotation speed sensor 17 a
, shift position detection sensor 20B, etc.), the throttle valve control means (throttle motor drive means) i63D receives the ] The second throttle opening degree calculation means 163C-2 outputs the opening degree signal, and the second throttle opening degree calculation means 163C-2 outputs the opening degree signal from the throttle valve control means (throttle motor driving means) 163D,
It outputs a second target opening signal (signal for direct mode).

That is, the first slot I to target opening calculation means 1-63
In the control according to the first target opening degree signal from C-1, the throttle valve 6 moves not according to the operation of the accelerator pedal 15 but in accordance with the engine torque, and the second throttle target opening degree calculation means 1.63 moves from C-2. In the control according to the second target opening signal, the throttle valve 6 is the accelerator pedal]
- It works according to the operation in 5.

Therefore, the first target opening signal is referred to as an engine]-lux mode target opening signal, and control according to this engine [-lux mode target opening signal is referred to as engine I-lux control mode. Further, the second target distance signal is referred to as a direct mode target opening signal, and control according to this direct mode target opening signal is referred to as direct control mode.

Further, a failure detection means (various sensor failure diagnosis means) detects a failure of at least one sensor among the various sensors in the operating state detection means, for example, by detecting no change in the required time of the sensor detection signal -1- or an abnormal value. )],,6
3A is provided, and when a failure signal is received from this failure detection means 163A, a second slot 1-3A obtained based only on the detection result from the accelerator pedal position sensor 163A is provided. The target opening setting means 1.63 sends the 21st target opening signal from C-2 to the throttle valve control means 1631. ) is provided with switching control means (slot 1 health control mode selection means) 163B.

``--With the configuration described above, the control mode switching control section'' 63 is configured as follows.
Operations are performed according to flowchart 1 shown in FIG. 43.

That is, the failure detection means 16 detects the output of various sensors.
3A detects a failure (Step 63A), then the specified sensors (for example, air flow sensor 3, engine speed sensor 17a, and shift 1 to lateral position sensor 20) are detected.
B, etc.) is a failure (step 63).
B), it is determined whether control of the engine torque mode should be discontinued.

If the determination is No, the target opening degrees of engine 1 to lux mode are selected (step 63C), and -+n+:
- Throttle control is performed by the engine torque control motor using this target opening as the final target throttle opening.

Further, if the determination in step 6313 is Yes, it is a case that control of engine 1 to lux mode should not be continued, so the switching control means 163B selects the throttle target opening degree of the direct mode (step 63
D), control is performed to target this opening degree. As a result, the throttle valve 6 opens and closes in response to the depression of the accelerator pedal 5 without being influenced by output signals from other sensors, and the control operation is almost the same as the opening and closing operation of a wire-link type throttle.

The failure to be switched in the above-mentioned switching control means 163B may be limited to any of the air flow sensor, engine rotation speed detection sensor, A/1゛ shift position detection sensor, or the accelerator pedal position sensor. 1.
Each sensor other than 5A may be targeted.

In this way, even if any of the various sensors used for engine 1~lux mode control fails,
Since driving is reliably performed by operating the accelerator pedals 1-5, the operability of the vehicle is not deteriorated, and sudden stops due to control interruption are not caused.

In addition, since it can be equipped with software-only support,
The above effects can be obtained without any loss.

Next, the throttle valve closing forcing means 168A of the throttle closing forcing mechanism 168 will be explained.
As shown in the figure, the throttle shaft 6 of the throttle valve 6
A fan-shaped member (loose-fitting lever member) 6b is loosely and pivotally attached to a, and this fan-shaped member 6b connects a cable 6c that constitutes a link mechanism.
The brake pedal 21 is connected to the brake pedal 21 via the brake pedal 21.

A concave groove 6d is formed on the arcuate outer periphery of the fan-shaped member 6b, and the cable 6c extends along the concave groove 6d.
Its tip is locked in a hole 6e formed at the end of the fan-shaped member 61).

In addition, a stopper 6f (fixed lever input phase') is fixed to the throttle I/le shaft 6a, and the stopper 6f moves from the desired position (throttle) to fully open the valve as the fan-shaped member 6b rotates. position).

Note that the throttle valve 6 is configured to be driven by an attached motor 7 in accordance with required control.

That is, the throttle valve closing forcing means 168A
A fan-shaped part 6b is loosely fitted to the rotating shaft 6a of the throttle valve 6 and rotates in conjunction with the braking operation of the brake pedal 2. The stopper 6f is provided as a fixed lever member, and the stopper 6f engages with the rotating fan-shaped member 6b to close the throttle valve 6.
It is configured to forcibly drive the door closed.

Due to the dual configuration, the throttle valve 6 normally performs the required opening and closing operations as the motor 7 is driven.

As a result, the stopper 6f moves between the fully closed position shown in FIG. 46(a) [Z arrow view in FIG. 45] and the fully open position shown in FIG. The throttle valve 6 is driven between the throttle valves 6 and 6 in response to the operation of the throttle valve 6.

When the brake pedal 21 is depressed more than a predetermined amount, the cable 6C is thinned out, so that the fan-shaped member 6b is driven via the cable 6c, and the state shown in FIG. 46(C) is reached.

At this time, the throttle valve 6 is fully opened because the valves 1 to 6f are also driven at the same time.

In this way, in the event of a failure of each control means, etc.
When it is desired to close the throttle valve 6, the throttle valve 6 can be fully opened by depressing the brake pedal 21 by a required amount.

Please note that when you press the brake pedal lightly, it will not operate, but when you press it hard, the throttle opening will be fully closed.
The relationship between the fan-shaped member 6b and the I-flange 6f is set in advance.

Further, normally, when the throttle valve 6 is normally controlled, the opening and closing operations of the throttle valve are performed without any trouble in the states shown in FIGS. 46(a) and 46(b).

In addition, in the structure described above, the throttle valve 6 is forcibly driven to close via the cable 6c linked to the brake pedal 21, but instead, the throttle valve 6 is forcibly driven to close due to the change in flake oil pressure that occurs with the flake operation 1. The throttle valve 6 may be driven to close by a driving means that uses a change in intake negative pressure.

Although the closing drive is performed by such means, in either case, the closing drive is not done via an electrical control means, but because the mechanical drive is forcibly performed, it is necessary to supplement the electrical control device. It will definitely be done.

In this way, the operation of the throttle valve 6 is not normally restricted, so the function of the DBW control is not restricted. Furthermore, in the event of an abnormality such as a breakdown, the throttle I/le valve is forcibly closed by depressing the brake pedal, allowing the vehicle to come to a safe stop. Furthermore, since it is a simple mechanism that does not involve electrical operation, reliability is improved and it can be installed at low cost.

In this example, each intake path leading to the two banks of the V6 engine was provided with thrower valves that were driven to open and close by a motor, but in the single intake path of a series engine, It goes without saying that the present invention can also be applied to a device provided with one throttle valve that is driven to open and close by a motor. When one throttle valve is provided in a single intake passage, it is not necessary to provide the throttle valve sensor failure air control section 167. Further, if an example in which one throttle valve is provided in a single intake passage is explained with reference to the drawings, it will be similar to the above-mentioned embodiment, so the explanation thereof will be omitted.

[Effects of the Invention] As detailed above, according to the DBW type vehicle with an acceleration control unit of the invention set forth in claim 1 (2), it is possible to control the engine output without depending on the driver's accelerator operation. The vehicle is equipped with a control means for controlling the operating state of the engine (opening degree of the slot 1 valve) and a deceleration request detector stage for detecting a deceleration request from the driver, and is capable of accelerating the vehicle to perform the required acceleration. A control unit is provided, and the acceleration control unit issues a restriction command to limit the engine operating state (throttle valve opening degree) when the deceleration request from the deceleration request detection means is under human power. Since it is provided with a deceleration request control section that outputs an output to the means, the following effects and advantages can be obtained. ■Even if there is a failure in the accelerator operating state detection means, etc., the engine operating state (throttle valve opening) will be controlled to a predetermined safe state by the driver's intention to decelerate by applying the brakes, etc., and driving at a safe speed will be possible. After doing so, you can stop. (2) According to the above (2), even if a failure occurs in the accelerator operation state detection means on a highway or the like, the vehicle will not come to a sudden stop, and the vehicle will be able to come to a safe stop while avoiding the dangers of sudden stops.

■If the driver uses the accelerator pedal to request acceleration during or after the transition to a predetermined accelerator operation state detection means opening using a deceleration means such as a brake, the throttle valve responds to the acceleration request from the predetermined opening. Because the system performs the following operations, there is no significant discomfort in the operating condition.

(2) If a conventionally used device such as a brake switch is used as the deceleration request detection means, the effects described in -1- can be obtained without increasing the cost.

Further, the D with an acceleration control section of the invention according to claim 3 (4, 5)
According to the BW type vehicle, it is possible to control the engine output without depending on the driver's accelerator operation.
A control means for controlling the opening degrees of the throttle valves 1 to 1; an accelerator operation member; an accelerator operation state detection means for detecting the operation state of the accelerator operation member; ,) a failure detection means for outputting a failure signal when the accelerator operation state detection means fails, and an acceleration control section for causing the vehicle to perform the required acceleration even when the failure signal is input from the failure detection means. 11.4- First failure: the acceleration control section outputs a throttle opening signal that is larger than the throttle opening during idling operation of the engine by a required amount to the control means when the failure signal is input from the failure detection means. In addition, if the deceleration request signal from the deceleration request detection means continues to be inputted, a gradual increase command is provided to gradually increase the Scot 1 hell valve opening (up to the upper limit value). (a second failure control unit that outputs output to the control means), the following effects or points can be obtained.

■Even if a failure occurs in the accelerator operation state detection means, the vehicle will continue to run at medium or low speeds without suddenly stopping, so it is possible to stop safely while avoiding the dangers of sudden stops.

- When the brake is not operated, the opening degree of the scooter can be gradually increased up to the upper limit of engine output that ensures safety, so driving can be carried out without significantly reducing the running performance.

[Brief explanation of the drawing]

1 to 46 show one embodiment of the present invention, FIG. 1 is a schematic block diagram showing the main part configuration, and FIG. 2(a)
2(b) is a block diagram showing the schematic structure of the control system, and FIG. 3 is a block diagram showing the schematic structure of the target speed setting means.
Figures 4 and 5 show the running load compensation type control section, Figure 4 is its block diagram, Figure 5 (a), (), ),
(c) is a flowchart 1 showing its operation, and Figs. 6 to 8 show its output torque change limiting type speed control section, Fig. 6 is its block diagram, and Fig. 7 is its block diagram. Flowchart 1~, Figure 8(a), (+)). (c) are graphs showing the characteristics, and the ninth,
FIG. 10 shows the l-transmission control section, FIG. 9(a) is a schematic configuration diagram thereof, FIG. 9(b) is a flowchart 1 showing its operation, and FIG. 10(a) , (b
) are graphs showing the characteristics, and the 11th to 1st
Figure 3 shows the accelerator pedal combined speed control unit, Figure 11 is its schematic block diagram, and Figure 12 (a).
, (b) and (C) are all flowcharts showing the operation, Figures 13 (a) and (b) are graphs showing the operation, and Figures 14 to 16 are the acceleration shock avoidance control section. Figures 1-4 are schematic diagrams showing its schematic configuration, and Figure 15 is a flowchart 1-4 showing its operation.
, FIGS. 16(a) and 16(b) are graphs showing the characteristics thereof, and FIGS. 17 to 19 show the vehicle running state linked mode switching control section, and FIG. 17 is a schematic configuration diagram thereof. , FIG. 48 is a flowchart 1, illustrating the operation]
Figures 9(a) and 9(b) are graphs showing its characteristics, Figures 20 to 22 show its accelerator pedal linkage mode switching control section, and Figure 20 is its schematic configuration diagram; Figures 21 (a) and (b) are graphs showing its characteristics, Figure 22 is a flowchart 1 showing its operation, and Figures 23 to 25 show its vehicle speed detection compensation control section. , Fig. 23 is a schematic configuration diagram thereof, Fig. 24 is a flowchart 1-1 showing its operation, Fig. 25 is a graph showing its characteristics, and Figs. 26 and 27 are acceleration control when the accelerator pedal position sensor fails. This indicates the 26th
The figure is a schematic configuration diagram thereof, FIG. 27 is a flowchart showing its operation, and FIG. 28(a). (1)) is due to its accelerator pedal position sensor -1
, 1, 6- indicates the failure brake switch linkage control unit, and is the 28th
Fig. 28(a) is a schematic configuration diagram thereof, Fig. 28(b) is a flowchart 1 showing its operation, and Figs. 29-30 show its engine link initialization inhibition control section.
Fig. 29 is a schematic configuration diagram thereof, Fig. 30 is a flowchart 1 to 1 showing its operation, Figs. 31 and 32 show its 1-transmission link initialization inhibition control section, and Fig. The schematic configuration diagram, FIG. 32, is a flowchart 1 to 1 showing its operation, and FIGS. 33 and 34 show the air control section when the throttle valve sensor fails. The figure is a flowchart 1 showing the operation, and Figures 35 to 37 show the ignition angle/throttle combination type rotation speed control section.
Fig. 5 is a schematic configuration diagram thereof, Fig. 36 is a flowchart 1-1 showing its operation, Fig. 37 is a graph showing its characteristics, and Figs. 38 to 40 show its output torque adjustable rotation speed control section. Figures 38(a) and 38(b) are schematic configuration diagrams for explaining the installation positions of the thrower 1 to the valve, respectively, Figure 39 is a schematic block diagram of the configuration, and Figure 40 shows its operation. 41 to 43 show the control mode 1 to the switching control section, and FIG. 41 shows the schematic configuration (21, FIG. The figure shows the flowchart 1 showing its operation, Figures 44 to 6 show the throttle closing force mechanism, Figure 44 is its general configuration diagram, Figure 45 is its schematic perspective view, and 46 (a), (b), and (c) are schematic diagrams each showing the operation. 1-Air cleaner, 2-Element, 3-Air flow sensor, 4-Engine main body, 5,5Δ, 513- Intake path, 5a-surge tank, 6.6A, 6B・-throttle valve, 7.7A, 713-motor, 8-slot 1~
Le opening sensor, 9...-Torque converter, ]O...
Shirt 1-11-1. ,-,1~ Lance Mission Department,
12-drive shaft, 13-wheel, 1.3 a-], , ]3
dWheel speed sensor,]]4-Combicoater ECU for engine control), J7a・Engine speed sensor, 20A-
Output shaft rotation speed sensor, 20 B-shift position sensor, 2
1-Brake pedal, 21A-Brake switch, 22-Starter, 22A-Ignition switch, 23-28-Switch, 4]...-Cera 1-Switch, 42-Time management lossic, 43-Switch , 44
- hold circuit, 45 - limiter, 46... integration section,
47-Memory, 48-・Switch, 49-Resume switch, 61 Series communication valve, 101-・Pl control unit,]]0
・-・Limiter, 12]・-・Steering angle sensor, 123-
Idle control valve, 123a -- bypass passage, 1
51 - Traveling load fully compensated speed control section, 15] A... Target vehicle speed setting means, 1, 51 B - Vehicle speed deviation detection means, 151C - Target shaft torque calculation means, ] -51, D...
・Target shaft torque realization means (engine output adjustment means), 1
．． 51. E-・-Drive shaft 1 ~ torque detection means, 151F・
...Vehicle speed detection means, 152-output 1~luke change limiting type speed control section, 152A-permissible 1~luke change setting means, 15
2B...-conversion means, r-52C...-throttle valve opening/closing limiting means, 153-accelerator pedal combination speed control section, 153A-acceleration request output detection means, 153B...-
・Controller, ]53C--Target engine output realizing means, 153D-Target control engine output setting means, 15
4.1 Herans Smithion Control Unit, 1 s 4 A-t
Jl power 1~lux margin detection means, 1.54.13-1-
Transmission control means, 156--Vehicle running state linked mode switching control section, 156A...Mode switching means, 1. , 56B-running state detection means, 156C...
Throttle valve control means, ]]5...-Accelerator pedal linked motor switching control section, 157A.--Engine performance requirement detection means, 157 B-Mode switching means, ]-57
G-Throttle valve control means, 158-・Acceleration shock avoidance control section, i 58 A-Acceleration request detection means, 15
8B-Acceleration limiter, 158C--Control means, ]58D
---Condition determining means, 1.59-output 1-luke adjustable rotation speed control section, 159A-target rotation speed setting means, 159B
...-Rotational speed deviation detection means, 159C-Engine output torque calculation unit, 159D・-A/N conversion unit, 159E
- Feedback control section, 1.60 - Ignition angle Sulf 1
160 A - Target rotation speed setting means, 160 B - Rotation speed deviation detection means, 160
C-Engine output torque calculation section, 160 D-A/
N conversion section, 160E--Scott 1 hell valve control section,
160F-adjustment means, 160G...-ignition angle adjustment, 1.
61-・A, I) Brake switch linkage control unit at the time of S failure, 16], A-Deceleration request detection means, 161B
...deceleration request control unit, 161 C-acceleration control device,
162--APS failure acceleration control section, ]62A...-
Failure detection means, 162B...-acceleration control device, 1-62
C-1 failure control unit, 1.621)...control means,
]-]63-Control mode switching control section 163A...-failure detection means, 1-63 B.--switching control means, 1.63
C-3--First throttle target distance setting means, 163 (
. 2...-Second throttle target opening setting means, 163D.
- Control means, i 64-1 - Transmission link initialization inhibition control section, 164A - Initialization inhibition means, 164B - Initialization means, 164
C-Throttle valve control system, 165-Engine link initialization inhibition control section, 165A...-Starter operation detection means, 165B--Engine operation detection means, 165
C-Initialization prohibition means, 165D--Scot 1
Hell valve control system, 165 E - Initialization means, 16G - Vehicle speed detection compensation control section, 166A - Failure detection means, 166B - Compensation control means, 166 C.
・・Travel control device, 1.67-Air control unit in case of throttle valve sensor failure, 167A...]'' Target opening degree determining means, 167 B-Throttle valve driving means, 1.67
G-Failure detection means, 167D--Failure air control means, 167E-Conversion means. 168-throttle closing forcing mechanism, 168A--throttle valve closing forcing means, S1-differentiating section, S2--operating section.

Claims (5)

[Claims] (1) A drive-by-wire vehicle capable of controlling engine output without depending on the driver's accelerator operation, which is equipped with a control means for controlling the operating state of the engine and a deceleration request detection means for detecting a deceleration request from the driver. , an acceleration control unit is provided for causing the vehicle to perform a required acceleration, and the acceleration control unit controls the restriction command to limit the engine operating state when the deceleration request signal is input from the deceleration request detection means. 1. A drive-by-wire vehicle with an acceleration control section, comprising a deceleration request control section that outputs an output to a means. (2) In a drive-by-wire vehicle capable of controlling engine output without depending on the driver's accelerator operation, a throttle valve control means for controlling the opening degree of the throttle valve and a deceleration request detection means for detecting a deceleration request from the driver. An acceleration control unit is provided to cause the vehicle to perform a required acceleration, and the acceleration control unit limits the opening degree of the throttle valve when the deceleration request signal is input from the deceleration request detection means. A drive-by-wire vehicle with an acceleration control section, comprising a deceleration request control section that outputs a command to the control means. (3) In a drive-by-wire vehicle in which engine output can be controlled without depending on the driver's accelerator operation, a control means for controlling the opening of the throttle valve, an accelerator operating member, and the operating state of the accelerator operating member are detected. and a failure detection means that outputs a failure signal when the accelerator operation status detection means fails, and causes the vehicle to perform the required acceleration even when a failure signal is input from the failure detection means. An acceleration control unit is provided, and the acceleration control unit outputs a throttle opening signal that is larger than a throttle opening degree during idling operation of the engine by a required amount to the control means when the failure signal is input from the failure detection means. A drive-by-wire vehicle with an acceleration control unit, characterized in that it is configured with a control unit. (4) In a drive-by-wire vehicle that can control engine output without depending on the driver's accelerator operation, a control means for controlling the opening of the throttle valve, an accelerator operating member, and the operating state of the accelerator operating member are detected. A deceleration request detecting means detects a driver's deceleration request, and a failure detecting means outputs a failure signal when the accelerator operation state detecting means malfunctions. An acceleration control unit is provided that causes the vehicle to perform a required acceleration even when a signal is input, and the acceleration control unit calculates the required amount based on the throttle opening during idling operation of the engine when the failure signal is input from the failure detection means. A first failure control unit is provided for outputting a large throttle opening signal to the control means, and the throttle valve opening is gradually increased if the deceleration request signal from the deceleration request detection means continues to be not input. 1. A drive-by-wire vehicle with an acceleration control section, comprising a second failure control section that outputs a gradual increase command to the control means. (5) Claim 4, wherein an upper limit value is set for the throttle valve opening that is increased by the second failure control section.
Drive-by-wire vehicle with acceleration control unit as described.